JP2007192322A - Device and method for controlling automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device and a method for controlling an automatic transmission capable of reducing the chance that the driver has a sense of incongruity by preventing a vehicle from moving unintentionally by the driver and reducing the chance that the starting of an engine is held when the start of the engine is requested by the driver. <P>SOLUTION: A power train control unit 100 controls to change at least one torque transmission state of a transmission torque variable mechanism when the engagement of a pair of gears of the automatic transmission 2 with an engagement transmission mechanism is switched from a first engagement to a second engagement. When the power train control unit detects a start request predicting signal to predict the start request produced before the start request from a power source, for example, a key-in state signal, it brings the transmission torque variable mechanism into a release state, or brings it in a neutral state by releasing the engagement of the transmission mechanism. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an automatic transmission control device and control method, and more particularly to an automatic transmission control device and control method suitable for use in a vehicle having an automated manual transmission controlled by an actuator.

  Along with the recent heightened awareness of global warming, automobile transmissions are required to have high efficiency, and the torque converter lock-up area expansion in transmissions using torque converters (so-called ATs) Technological developments such as continuously variable transmissions for large displacement vehicles are becoming active.

  Under such circumstances, an automated manual transmission (automatic MT), which is a system in which a clutch and a gear change are automated using a mechanism of a manual transmission having high transmission efficiency, has been developed.

  In the conventional control at the time of shifting in the automatic MT, there is a problem that the driving torque is interrupted by the opening / closing operation of the clutch, which gives the passenger an uncomfortable feeling.

  Therefore, the transmission has two power transmission systems from the output shaft of the prime mover to the transmission output shaft, and two sets of clutches for switching connection / disconnection of the input torque to each power transmission system. A transmission (so-called twin clutch type automatic MT) that avoids a torque interruption during a shift by switching the output torque from one power transmission system to the other power transmission system has been put into practical use. Yes.

  Further, for example, as disclosed in Japanese Patent No. 2703169, a power transmission mechanism (hereinafter referred to as an assist clutch) that transmits power from an input shaft to an output shaft of a transmission is provided to perform a shift. In addition, an automobile equipped with an automatic transmission (hereinafter referred to as torque assist type automatic MT) that performs rotation speed synchronization and torque transmission for shifting by controlling an assist clutch is known. The torque assist type automatic MT is characterized in that the transmission is smaller and lighter than the twin clutch type automatic MT and the structural change from the existing manual transmission is small.

Japanese Patent No. 2703169

  By the way, in order to prevent the vehicle from unintentionally starting when the engine is started in a vehicle equipped with these automatic MTs, if the starting clutch before starting the engine is in the engaged state, after releasing the starting clutch, If the engine is started or if the gear before starting the engine is in a gear-in state, the engine needs to be started after the gear is neutralized.

  However, since it takes a predetermined time to release the starting clutch and to make the gear neutral, the period from immediately after the driver requests the engine start until the starting clutch is completely released or until the gear becomes neutral. The engine start will be suspended. While this engine start is suspended, the engine is not started even though the driver has issued an engine start request, so it turns out that there is a problem that causes a great sense of discomfort to the driver did.

  The object of the present invention is to prevent the driver from starting unintentionally and to reduce the chance that the driver is in a situation where the engine start is suspended when the driver requests to start the engine. It is an object of the present invention to provide an automatic transmission control device and control method that can reduce the above-mentioned problem.

(1) In order to achieve the above object, the present invention is a gear-type transmission having a plurality of gear pairs capable of transmitting torque from an input shaft to an output shaft and a plurality of meshing transmission mechanisms. Used to control a transmission having at least one transmission torque variable mechanism between the output shaft of the transmission and the output shaft of the transmission, and the connection between the gear pair and the meshing transmission mechanism is changed from the first connection. An automatic transmission control device having control means for controlling to change at least one torque transmission state of the transmission torque variable mechanism when switching to the second connection, wherein the control means includes the power When a start request prediction signal for predicting a start request generated prior to a start request for the source is detected, the transmission torque variable mechanism is released or the engagement of the transmission mechanism is released to become a neutral state. It is intended to control.
This configuration prevents the driver from starting the vehicle unintentionally, and reduces the chance that the driver feels uncomfortable by reducing the chance that the engine start is suspended when the driver requests to start the engine. It will be possible.

  (2) In the above (1), preferably, the control means uses a key-in state signal as the start request prediction signal.

  (3) In the above (1), preferably, the control means uses a door opening signal as the start request prediction signal.

  (4) In the above (1), preferably, the control means uses a keyless entry signal as the start request prediction signal.

  (5) In the above (1), preferably, the control means uses a seating state signal as the start request prediction signal.

  (6) In the above (1), preferably, the control means uses a key-off signal as the start request prediction signal.

(7) In order to achieve the above object, the present invention provides a gear-type transmission having a plurality of gear pairs capable of transmitting torque from an input / output shaft to an output shaft and a plurality of meshing transmission mechanisms. A transmission having at least one variable transmission torque mechanism between an output shaft of the power source and the output shaft of the transmission, and the coupling between the gear pair and the meshing transmission mechanism is a first An automatic transmission control method for controlling to change at least one torque transmission state of the transmission torque variable mechanism when switching from a connection to a second connection, prior to a start request of the power source When a start request prediction signal for predicting a start request to be generated is detected, the transmission torque variable mechanism is controlled to be in a released state, or the meshing of the transmission mechanism is released to be in a neutral state. is there.
This method prevents the driver from unintentionally starting the vehicle and reduces the opportunity for the driver to feel uncomfortable by reducing the opportunity for the engine to be suspended when the driver requests to start the engine. It will be possible.

  According to the present invention, an opportunity for the driver to feel uncomfortable by preventing the vehicle from starting unintentionally by the driver and reducing the chance that the engine start is suspended when the driver requests to start the engine. Can be reduced.

Hereinafter, a control device and a control method for an automatic transmission according to an embodiment of the present invention will be described with reference to FIGS.
First, the configuration of a vehicle system equipped with a control device for an automatic transmission according to the present embodiment will be described with reference to FIG.
FIG. 1 is a skeleton diagram showing the configuration of a vehicle system equipped with a control device for an automatic transmission according to an embodiment of the present invention.

  The engine 1 that is a driving force source includes an engine speed sensor (not shown) that measures the speed of the engine 1, a device that adjusts engine torque (not shown, for example, an electronically controlled throttle), intake air, A fuel injection device (not shown) for injecting an amount of fuel commensurate with the amount is provided. The engine control unit 101 can control the torque of the engine 1 with high accuracy by manipulating the intake air amount, fuel amount, ignition timing, and the like. As a driving force source, not only a gasoline engine but also a diesel engine, a natural gas engine, an electric motor, or the like may be used.

  An input shaft clutch C1 is connected to the engine 1, and the torque of the engine 1 can be transmitted to and cut off from the transmission input shaft SI by engaging and releasing the input shaft clutch C1. The input shaft clutch C1 is generally a dry single plate method, but any friction transmission mechanism such as a wet multi-plate clutch or an electromagnetic clutch can be used.

  An electric actuator 22 is used to control the pressing force (input shaft clutch torque) of the input shaft clutch C1. By adjusting the pressing force (input shaft clutch torque) of the electric actuator 22, the output of the engine 1 can be transmitted to and cut off from the input shaft SI.

  The transmission input shaft SI is provided with a first drive gear D1, a second drive gear D2, a third drive gear D3, a fourth drive gear D4, a fifth drive gear D5, and a reverse drive gear (not shown). It has been. A sensor NSI for detecting the rotational speed of the transmission input shaft SI is provided as a mechanism for detecting the rotational speed of the input shaft.

  On the other hand, the transmission output shaft SO is provided with a first driven gear G1, a second driven gear G2, a third driven gear G3, a fourth driven gear G4, a fifth driven gear G5, and a reverse driven gear (not shown). It has been. The first driven gear G1 meshes with the first drive gear D1, the second driven gear G2 meshes with the second drive gear D2, and the third driven gear G3 meshes with the third drive gear D3. The fourth driven gear G4 meshes with the fourth drive gear D4, the fifth driven gear G5 meshes with the fifth drive gear D5, and the reverse driven gear (not shown) It meshes with the reverse drive gear via a reverse gear (not shown).

  Between the first drive gear D1 and the second drive gear D2, the first drive gear D1 is engaged with the transmission input shaft SI, or the second drive gear D2 is engaged with the transmission input shaft SI. A first meshing transmission mechanism SC1, which is a large transmission mechanism, is provided. Therefore, the rotational torque transmitted from the transmission input shaft SI to the first drive gear D1 or the second drive gear D2 via the first mesh transmission mechanism SC1 is the first driven gear G1 or the second driven gear G2. To the transmission output shaft SO.

  Further, between the third drive gear D3 and the fourth drive gear D4, the third drive gear D3 is engaged with the transmission input shaft SI, or the fourth drive gear D4 is engaged with the transmission input shaft SI. A second meshing transmission mechanism SC2, which is a meshing transmission mechanism, is provided. Therefore, the rotational torque transmitted from the transmission input shaft SI to the third drive gear D3 or the fourth drive gear D4 via the first mesh transmission mechanism SC2 is the third driven gear G3 or the fourth driven gear G4. To the transmission output shaft SO.

  The fifth drive gear D5 is provided with a third mesh transmission mechanism SC3 which is a mesh transmission mechanism for engaging the fifth drive gear D5 with the transmission input shaft SI. Therefore, the rotational torque transmitted from the transmission input shaft SI to the fifth drive gear D5 via the third mesh transmission mechanism SC3 is transmitted from the fifth driven gear G5 to the transmission output shaft SO.

  The reverse drive gear (not shown) is provided with a fourth mesh transmission mechanism (not shown) that is a mesh transmission mechanism for engaging the reverse drive gear with the transmission input shaft SI. . Therefore, the rotational torque transmitted from the transmission input shaft SI to the reverse drive gear via the fourth meshing transmission mechanism is transmitted from the reverse drive gear to the transmission output shaft SO.

  Here, the third mesh transmission mechanism and the fourth mesh transmission mechanism are configured separately, but they may be the same, and a third mesh transmission mechanism is provided between the fifth drive gear D5 and the reverse drive gear. It may be configured.

  Further, the first meshing transmission mechanism SC1, the second meshing transmission mechanism SC2, the third meshing transmission mechanism SC3, and the fourth meshing transmission mechanism may be always meshing mechanisms.

  In addition, a clutch (so-called synchronous meshing mechanism) that includes a frictional transmission mechanism and meshes with the frictional transmission mechanism in a rotationally synchronized manner may be used.

  Thus, to transmit the rotational torque of the transmission input shaft SI to the first mesh transmission mechanism SC1, the second mesh transmission mechanism SC2, the third mesh transmission mechanism SC3, or the fourth mesh transmission mechanism. Is one of the first meshing transmission mechanism SC1, the second meshing transmission mechanism SC2, the third meshing transmission mechanism SC3, and the fourth meshing transmission mechanism in the axial direction of the transmission input shaft SI. It is necessary to move and to engage with any one of the first drive gear D1, the second drive gear D2, the third drive gear D3, the fourth drive gear D4, the fifth drive gear D5, and the reverse drive gear. To fasten one of the first drive gear D1, the second drive gear D2, the third drive gear D3, the fourth drive gear D4, the fifth drive gear D5, or the reverse drive gear and the transmission input shaft SI The first meshing transmission mechanism SC1, the second meshing transmission mechanism SC2, or the third meshing transmission mechanism is moved, but the first meshing transmission mechanism SC1 or the second meshing mechanism is moved. In order to move either the first transmission mechanism SC2 or the third meshing transmission mechanism, the shift actuator 23, the select first actuator 26, and the shift mechanism / select mechanism 27 are operated.

  One of the first meshing transmission mechanism SC1, the second meshing transmission mechanism SC2, the third meshing transmission mechanism SC3, or the fourth meshing transmission mechanism is used as the first drive gear D1, the second drive gear D2. , The third drive gear D3, the fourth drive gear D4, the fifth drive gear D5, and the reverse driven gear are engaged with each other, whereby the rotational torque of the transmission input shaft SI is changed to the first mesh transmission mechanism SC1. , Or the second mesh clutch SC2, the third mesh clutch SC3, or the fourth mesh transmission mechanism, can be transmitted to the drive wheel output shaft SO. Further, a sensor NSO for detecting the rotational speed of the transmission output shaft SO is provided as a mechanism for detecting the rotational speed of the output shaft. A sensor TPL for detecting the lubricant temperature is provided as a mechanism for detecting the lubricant temperature in the transmission.

  The shift actuator 22 and the select actuator 26 may be configured using an electric motor or may be configured by an electromagnetic valve. The shift / select mechanism 27 may be constituted by a shifter rail, a shifter fork, or the like, or may be a drum type. In addition, the shift / select mechanism 27 is provided with a position holding mechanism (not shown) for holding the gear position in order to prevent gear loss during traveling.

  Thus, the first drive gear D1, the second drive gear D2, the third drive gear D3, the fourth drive gear D4, the fifth drive gear D5, the reverse drive gear, the first driven gear G1, the second driven gear G2, The rotational torque of the transmission input shaft SI transmitted to the transmission output shaft SO via the third driven gear G3, the fourth driven gear G4, the fifth driven gear G5, and the reverse driven gear is connected to the transmission output shaft SO. Is transmitted to an axle (not shown) via a differential gear (not shown).

The input shaft clutch actuator 22 that generates the pressing force (input shaft clutch torque) of the first clutch C1 controls the transmission torque of each clutch by controlling the current of the electric actuator by the motor control unit 103.
Instead, the hydraulic control unit controls the current of the solenoid valve provided in the actuator, adjusts the stroke amount of the hydraulic cylinder provided in the actuator, and controls the hydraulic pressure of the actuator, thereby controlling the transmission torque of the clutch. Control may be performed.

  Further, by controlling the current of the select actuator 26 by the motor control unit 103, the first mesh transmission mechanism SC1, the second mesh transmission mechanism SC2, the third mesh transmission mechanism SC3, and the fourth mesh transmission mechanism. Which one to move is selected.

  Further, by controlling the current of the shift actuator 23 by the motor control unit 103, the first meshing transmission mechanism SC1, the second meshing transmission mechanism SC2, the third meshing transmission mechanism SC3, and the fourth meshing transmission mechanism. The load to be operated can be controlled.

  In this embodiment, an electric actuator is used for the shift actuator 23 and the select actuator 26 that are actuators for driving the shift / select mechanism 27, but a hydraulic actuator may be used. Moreover, it is good also as a structure which uses a some actuator instead of the shift 1st actuator 23 and a some actuator instead of the select actuator 26. FIG.

  Further, the mechanism for operating the first meshing transmission mechanism SC1, the second meshing transmission mechanism SC2, the third meshing transmission mechanism SC3, the fourth meshing transmission mechanism is constituted by a shifter rail, a shifter fork, or the like. Alternatively, other mechanisms for moving the first mesh transmission mechanism SC1, the second mesh transmission mechanism SC2, the third mesh transmission mechanism SC3, and the fourth mesh transmission mechanism, such as a drum type, can be used. is there.

  In this embodiment, an electric actuator is used as the input shaft clutch actuator 22, but it may be constituted by a hydraulic actuator.

  The electric motor control unit 103 is controlled by the transmission control unit 102. The motor control unit 103 and the transmission control unit 102 transmit / receive information to / from each other by communication means.

  Further, the engine 1 controls the torque of the engine 1 with high accuracy by operating the intake air amount, the fuel amount, the ignition timing and the like by the engine control unit 101.

  The transmission control unit 102 and the engine control unit 101 are controlled by the powertrain control unit 100. The power train control unit 101, the engine control unit 101, and the transmission control unit 102 transmit / receive information to / from each other by communication means.

  In addition, the motor control unit 103 has a transmission control unit 102, an engine control unit 101, and a powertrain control unit 100 as separate components, any of which may be integrated or all may be integrated. is there.

  In this embodiment, since an electric actuator is used, an electric motor control unit 102 that controls the electric actuator is used. However, in the case of a hydraulic actuator, a hydraulic control unit is used instead of the electric motor control unit 102.

  In the present embodiment, when the powertrain control unit 100 detects a start request prediction signal that predicts a start request generated prior to a start request for the power source, the powertrain control unit 100 brings the transmission torque variable mechanism into a released state, or the transmission mechanism. Control is performed so as to release the mesh and to become a neutral state. Hereinafter, a specific example of the start request prediction signal and a specific example of the control so that the transmission torque variable mechanism based on the start request prediction signal is brought into the released state, or the engagement of the transmission mechanism is released to be in the neutral state. Will be described with reference to FIGS.

  In the present embodiment, the power train control unit 100 receives start request prediction signals from the sensors S1, S2, S3, S4, and S5. The sensor S1 is a key-in detection sensor, and detects that the engine key has been inserted into the engine key insertion slot. The sensor S2 is a door opening detection sensor, and detects that the door has been opened. The sensor S3 is a keyless entry operation detection signal, and detects that the keyless entry key has been operated. The sensor S4 is a seating detection sensor and detects that it is seated in the driver's seat. The sensor S5 is a key-off detection sensor and detects that the engine key has been turned off. These sensors S1,..., S5 need not all be provided, but need only be provided in relation to the specific examples of control described with reference to FIGS. The input signals of the sensors S1,..., S5 may be directly input to the powertrain control unit 100. For example, signals input to the engine control unit 101 and the transmission control unit 102 may be input by the communication means. It may be transferred to the powertrain control unit 100.

Next, a first control example of the automatic transmission control device according to the present embodiment will be described with reference to FIG.
FIG. 2 is a flowchart showing the control contents of the first control example of the control device for the automatic transmission according to the embodiment of the present invention. FIG. 2 is a flowchart of a program executed by the powertrain control unit 100 shown in FIG.

  The first control example uses a key-in signal as the start request prediction signal. In step S10, the powertrain control unit 100 executes a key-in signal detection process. In step S20, it is determined whether or not a key-in signal from the sensor S1 has been detected. If there is a detection, the process proceeds to step S30. If there is no detection, the program ends.

  Next, in step S30, the powertrain control unit 100 determines whether or not the start clutch release is complete, and if the start clutch release is complete, the program ends. If the start clutch release is not completed, the process proceeds to step S40.

  In step S40, the powertrain control unit 100 executes start clutch release control and ends the program.

  Here, the powertrain control unit 100 executes release of the starting clutch, but it may be executed by another control unit or may be shared by a plurality of control units.

  Further, instead of releasing the starting clutch, the gear may be controlled to be in a neutral state.

  As described above, in the first control example, when the key-in is detected, the start clutch is controlled to be released. When the key-in is detected, it can be predicted that a start request will be made thereafter, so the start clutch is released prior to the start request, and the start clutch is already released at the start. This can prevent the vehicle from unintentionally moving, and can immediately start the engine immediately after the driver requests to start the engine, reducing the chances of the engine being put on hold and making the driver feel uncomfortable. It will be possible to reduce the opportunity to have.

Next, a second control example of the automatic transmission control device according to the present embodiment will be described with reference to FIG.
FIG. 3 is a flowchart showing the control contents of the second control example of the automatic transmission control device according to the embodiment of the present invention. FIG. 3 is a flowchart of a program executed by the powertrain control unit 100 shown in FIG.

  The second control example uses a door opening signal as the start request prediction signal. In step S10A, the powertrain control unit 100 executes a door opening signal detection process. Then, in step S20A, it is determined whether or not a door opening signal from the sensor S2 is detected. If there is a detection, the process proceeds to step S30. If there is no detection, the program ends.

  Next, in step S30, the powertrain control unit 100 determines whether or not the start clutch release is complete, and if the start clutch release is complete, the program ends. If the start clutch release is not completed, the process proceeds to step S40.

  In step S40, the powertrain control unit 100 executes start clutch release control and ends the program.

  Here, the powertrain control unit 100 executes release of the starting clutch, but it may be executed by another control unit or may be shared by a plurality of control units.

  Further, instead of releasing the starting clutch, the gear may be controlled to be in a neutral state.

  As described above, in the second control example, when the door opening is detected, the start clutch is controlled to be released. Since it can be predicted that the start request will be made after that the door opening is detected, the start clutch is already released at the start by releasing the start clutch prior to the start request. In addition to preventing the vehicle from unintentionally moving by the driver, the driver can immediately start the engine immediately after the driver requests to start the engine, reducing the chance that the engine is suspended and reducing the driver's discomfort. It will be possible to reduce the opportunity to have.

Next, a third control example of the automatic transmission control device according to the present embodiment will be described with reference to FIG.
FIG. 4 is a flowchart showing the control contents of the third control example of the automatic transmission control apparatus according to the embodiment of the present invention. FIG. 4 is a flowchart of a program executed by the powertrain control unit 100 shown in FIG.

  The third control example uses a keyless entry signal as the start request prediction signal. In step S10B, the powertrain control unit 100 executes a keyless entry signal detection process. In step S20B, it is determined whether or not a keyless entry signal from the sensor S4 has been detected. If there is a detection, the process proceeds to step S30. If there is no detection, the program ends.

  Next, in step S30, the powertrain control unit 100 determines whether or not the start clutch release is complete, and if the start clutch release is complete, the program ends. If the start clutch release is not completed, the process proceeds to step S40.

  In step S40, the powertrain control unit 100 executes start clutch release control and ends the program.

  Here, the powertrain control unit 100 executes release of the starting clutch, but it may be executed by another control unit or may be shared by a plurality of control units.

  Further, instead of releasing the starting clutch, the gear may be controlled to be in a neutral state.

  As described above, in the third control example, when the keyless entry is detected, the start clutch is controlled to be released. When a keyless entry is detected, it can be predicted that a start request will be made thereafter, so by releasing the starting clutch prior to the starting request, the starting clutch is already released at the time of starting, In addition to preventing the vehicle from unintentionally moving by the driver, the driver can immediately start the engine immediately after the driver requests to start the engine, reducing the chance that the engine is suspended and reducing the driver's discomfort. It will be possible to reduce the opportunity to have.

Next, a fourth control example of the automatic transmission control device according to the present embodiment will be described with reference to FIG.
FIG. 5 is a flowchart showing the control contents of the fourth control example of the control device for the automatic transmission according to the embodiment of the present invention. FIG. 5 is a flowchart of a program executed by the powertrain control unit 100 shown in FIG.

  The fourth control example uses a seating signal as the start request prediction signal. In step S10C, the powertrain control unit 100 executes a seating signal detection process. Then, in step S20C, it is determined whether or not a door seating signal from the sensor S4 is detected. If there is a detection, the process proceeds to step S30. If there is no detection, the program ends.

  Next, in step S30, the powertrain control unit 100 determines whether or not the start clutch release is complete, and if the start clutch release is complete, the program ends. If the start clutch release is not completed, the process proceeds to step S40.

  In step S40, the powertrain control unit 100 executes start clutch release control and ends the program.

  Here, the powertrain control unit 100 executes release of the starting clutch, but it may be executed by another control unit or may be shared by a plurality of control units.

  Further, instead of releasing the starting clutch, the gear may be controlled to be in a neutral state.

  As described above, in the fourth control example, when the seating is detected, the starting clutch is controlled to be released. When seating is detected, it can be predicted that a start request will be made afterwards, so the start clutch is released prior to the start request. This can prevent the vehicle from unintentionally moving, and can immediately start the engine immediately after the driver requests to start the engine, reducing the chances of the engine being put on hold and making the driver feel uncomfortable. It will be possible to reduce the opportunity to have.

Next, a control device and a control method for an automatic transmission according to another embodiment of the present invention will be described with reference to FIG. The configuration of the vehicle system equipped with the automatic transmission control device according to the present embodiment is the same as that shown in FIG.
FIG. 6 is a flowchart showing the control contents of the control device for an automatic transmission according to another embodiment of the present invention. FIG. 6 is a flowchart of a program executed by the powertrain control unit 100 shown in FIG.

  In step S10D, the powertrain control unit 100 performs a key-off signal detection process. In step S20D, it is determined whether or not a key-off signal from the sensor S5 has been detected. If there is a detection, the process proceeds to step S50. If there is no detection, the program ends.

  Next, in step S50, the powertrain control unit 100 determines whether or not the gear neutral is selected. If not gear neutral, the process proceeds to step S60. If it is gear neutral, the process proceeds to step S70.

  If not gear neutral, in step s60, the powertrain control unit 100 executes gear neutral control and ends the program.

  On the other hand, if it is determined in step S50 that the gear is neutral, in step S70, the powertrain control unit 100 permits the motor power supply to be cut off and ends the program.

  Here, the power train control unit 100 executes the gear neutral control, but may be executed by another control unit or may be shared by a plurality of control units.

  Further, instead of controlling the gear to be in the neutral state, the starting clutch may be released.

  As described above, in this embodiment, control is performed so that the gear is neutral when key-off is detected. When the key-off is detected, the engine stops and the vehicle does not move for a while. Therefore, the gear is set to neutral before starting because the gear is set to neutral before the start request is made. Therefore, it is possible to prevent the vehicle from starting unintended by the driver, and immediately start the engine immediately after the driver requests to start the engine, reducing the chance that the engine start is suspended, The opportunity for the driver to feel uncomfortable can be reduced.

Next, another configuration of the vehicle system equipped with the automatic transmission control device that executes the examples of FIGS. 2 to 6 will be described with reference to FIG.
FIG. 7 is a skeleton diagram showing another configuration of a vehicle system equipped with a control device for an automatic transmission that executes control of each example of the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

  This configuration example is different from the configuration example of FIG. 1 in that the configuration example shown in FIG. 1 includes a fifth drive gear D5 in which the fifth drive gear D5 is engaged with the transmission input shaft SI. Is provided with a power transmission mechanism AS, and the torque of the transmission input shaft SI is transmitted to the transmission output shaft SO. Is possible. This configuration example uses an automatic MT equipped with a so-called assist clutch.

  Here, as the power transmission mechanism AS, a second clutch C2, which is one type of transmission torque variable mechanism, is provided. By engaging the second clutch C2, the fifth drive gear D5 and the input shaft SI are It is possible to transmit the rotational torque of the transmission input shaft SI to the transmission output shaft SO via the fifth driven gear G5 that is connected and fitted with the fifth drive gear D5.

  An electric actuator 30 is used to control the pressing force of the second clutch C2, and the output of the engine 1 can be transmitted and cut off by adjusting the pressing force. Although the electric actuator 30 is used here, a hydraulic actuator may be used.

  The power transmission mechanism AS may be configured using a friction transmission mechanism or a motor generator. Here, the friction transmission mechanism is a mechanism that generates a frictional force by the pressing force of the friction surface and transmits the torque, and a typical example is a friction clutch. Examples of the friction clutch include a dry single-plate clutch, a dry multi-plate clutch, a wet multi-plate clutch, and an electromagnetic clutch. In the present configuration example, the wet transmission multi-plate clutch which is a friction transmission mechanism is used for the power transmission mechanism AS, but all other transmission torque variable mechanisms can be used.

  Thus, the first drive gear D1, the second drive gear D2, the third drive gear D3, the fourth drive gear D4, the reverse drive gear, the first driven gear G1, the second driven gear G2, the third driven gear G3, The rotational torque of the transmission input shaft SI transmitted to the transmission output shaft SO via the 4-driven gear G4 and the reverse driven gear is the axle via a differential gear (not shown) connected to the transmission output shaft SO. (Not shown).

  The input shaft clutch actuator 22 that generates the pressing force (input shaft clutch torque) of the first clutch C1 and the assist clutch actuator 25 that generates the pressing force (assist clutch torque) of the second clutch C2 are respectively controlled by the motor control unit 103. The transmission torque of each clutch is controlled by controlling the current of the electric actuator.

Next, another configuration of the vehicle system equipped with the automatic transmission control device that executes the examples of FIGS. 2 to 6 will be described with reference to FIG.
FIG. 8 is a skeleton diagram showing another configuration of the vehicle system equipped with the control device for the automatic transmission that executes the control of each example of the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

  This configuration example is different from the configuration example shown in FIG. 1 in that the configuration example shown in FIG. 1 is configured to transmit the torque of the engine 1 to the transmission input shaft SI by engagement of the input shaft clutch C1. On the other hand, this configuration example is configured by a twin clutch.

  That is, the torque of the engine 1 is transmitted to the transmission first input shaft SIA by the engagement of the input shaft first clutch C1A, and the torque of the engine 1 is transmitted to the transmission second input shaft SIB by the engagement of the input shaft second clutch C1B. Is configured to communicate. The transmission second input shaft SIB is hollow, and the transmission first input shaft SIA passes through the hollow portion of the transmission second input shaft SIB and rotates in the rotational direction with respect to the transmission second input shaft SIB. It is the structure which can perform relative motion.

  A first drive gear D1, a third drive gear D3, and a fifth drive gear D5 are fixed to the transmission second input shaft SIB, and are rotatable with respect to the transmission first input shaft SIA. Yes. A second drive gear D2 and a fourth drive gear D4 are fixed to the transmission first input shaft SIA, and are rotatable with respect to the transmission second input shaft SIB. The input shaft first clutch C1A is engaged / released by the input shaft clutch first actuator 305, and the input shaft second clutch C1B is engaged / released by the input shaft clutch second actuator 306.

  Between the first driven gear G1 and the third driven gear G3, the first driven gear G1 is engaged with the transmission output shaft SO, or the third driven gear G3 is engaged with the transmission output shaft SO. A first transmission clutch SC13 is provided. Accordingly, the rotational torque transmitted from the first drive gear D1 or the third drive gear D3 to the first driven gear G1 or the third driven gear G3 is transmitted to the first transmission clutch SC13, and is transmitted via the first transmission clutch SC13. To the transmission output shaft SO.

  Further, between the second driven gear G2 and the fourth driven gear G4, the second driven gear G2 is engaged with the transmission output shaft SO, or the fourth driven gear G4 is engaged with the transmission output shaft SO. A third meshing clutch SC24 is provided. Accordingly, the rotational torque transmitted from the second drive gear D2 or the fourth drive gear D4 to the second driven gear G2 or the fourth driven gear G4 is transmitted to the third meshing clutch SC24, and the third meshing clutch SC24. To the transmission output shaft SO.

  Further, the fifth driven gear G5 is provided with a second meshing clutch SC5 that engages the fifth driven gear G5 with the transmission output shaft SO. Therefore, the rotational torque transmitted from the fifth drive gear D5 to the fifth driven gear G5 is transmitted to the second meshing clutch SC5 and transmitted to the transmission output shaft SO via the second meshing clutch SC5.

  Thus, the rotational torque of the transmission first input shaft SIA and the transmission second input shaft SIB is transmitted to the first mesh clutch SC13, the second mesh clutch SC5, or the third mesh clutch SC24. The first meshing clutch SC13, the second meshing clutch SC5, or the third meshing clutch SC24 is moved in the axial direction of the transmission output shaft SO, and the first driven gear G1, It is necessary to engage with any one of the second driven gear G2, the third driven gear G3, the fourth driven gear G4, and the fifth driven gear G5, and the first driven gear G1, the second driven gear G2, and the third driven gear. To engage one of G3, the fourth driven gear G4, and the fifth driven gear G5 with the transmission output shaft SO, the first meshing clutch SC13 is used. Alternatively, one of the second meshing clutch SC5 and the third meshing clutch SC24 is moved, but the first meshing clutch SC13, the second meshing clutch SC5, or the third meshing clutch SC24. Any one of these is moved by operating the shift first actuator 23, the shift second actuator 24, the shift third actuator 25, and the shift / select mechanism 27.

  A plurality of actuators may be used instead of the shift first actuator 23, a plurality of actuators may be used instead of the shift second actuator 24, and a plurality of actuators may be used instead of the shift third actuator.

Further, the mechanism for operating the first meshing transmission mechanism SC13, the second meshing transmission mechanism SC5, and the third meshing transmission mechanism SC24 is constituted by a shifter rail, a shifter fork, or the like, or a drum type or the like. Another mechanism for moving the first meshing transmission mechanism SC13, the second meshing transmission mechanism SC5, and the third meshing transmission mechanism SC24 can be used.

1 is a skeleton diagram showing the configuration of a vehicle system equipped with a control device for an automatic transmission according to an embodiment of the present invention. It is a flowchart which shows the control content of the 1st control example of the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the control content of the 2nd control example of the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the control content of the 3rd control example of the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the control content of the 4th control example of the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the control content of the control apparatus of the automatic transmission by other embodiment of this invention. It is a skeleton figure which shows the other structure of the vehicle system carrying the control apparatus of the automatic transmission which performs control of each example of this invention. It is a skeleton figure which shows the other structure of the vehicle system carrying the control apparatus of the automatic transmission which performs control of each example of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Motor | power_engine 2 ... Transmission 100 ... Power train control unit 101 ... Engine control unit 102 ... Electric motor control unit S1, S2, S3, S4, S5 ... Sensor

Claims (7)

A gear-type transmission having a plurality of gear pairs capable of transmitting torque from the input shaft to the output shaft and a plurality of meshing transmission mechanisms, between the output shaft of the power source and the output shaft of the transmission, Used to control a transmission including at least one variable transmission torque mechanism;
Control means for controlling to change at least one torque transmission state of the transmission torque variable mechanism when switching the connection between the gear pair and the mesh transmission mechanism from the first connection to the second connection. An automatic transmission control device comprising:
When the control means detects a start request prediction signal for predicting a start request generated prior to a start request for the power source, the control means puts the transmission torque variable mechanism into a released state or releases the engagement of the transmission mechanism. And a control device for an automatic transmission, wherein the control device is controlled to be in a neutral state. The control device for an automatic transmission according to claim 1,
The control device of the automatic transmission, wherein the control means uses a key-in signal as the start request prediction signal. The control device for an automatic transmission according to claim 1,
The control device for an automatic transmission, wherein the control means uses a door opening signal as the start request prediction signal. The control device for an automatic transmission according to claim 1,
The control device for an automatic transmission, wherein the control means uses a keyless entry signal as the start request prediction signal. The control device for an automatic transmission according to claim 1,
The control device of the automatic transmission, wherein the control means uses a seating state signal as the start request prediction signal. The control device for an automatic transmission according to claim 1,
The control device for an automatic transmission, wherein the control means uses a key-off signal as the start request prediction signal. A gear-type transmission having a plurality of gear pairs capable of transmitting torque from the input shaft to the output shaft and a plurality of meshing transmission mechanisms, between the output shaft of the power source and the output shaft of the transmission, A transmission including at least one variable transmission torque mechanism;
An automatic transmission that controls to change at least one torque transmission state of the transmission torque variable mechanism when the connection between the gear pair and the mesh transmission mechanism is switched from the first connection to the second connection. Control method,
When a start request prediction signal for predicting a start request generated prior to the start request for the power source is detected, the transmission torque variable mechanism is released or the engagement of the transmission mechanism is released to enter a neutral state. A control method for an automatic transmission, characterized in that

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