JP2010091084A - Automatic transmission controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce a residual torsional torque in a driving force output shaft, without providing newly a mechanism for reducing the residual torque (torsional torque), since a reverse-rotational driving force corresponding to an R range is input to the driving force output shaft, and to prevent a shock and a noise when shifted from a P range to the R range. <P>SOLUTION: This automatic transmission controller 10 for controlling transmission processing of an automatic transmission 11 equipped with a transmission mechanism 13 includes a reverse-rotational driving force generating part for generating temporarily the reverse-rotational driving force corresponding to the R range used in the output shaft 18, after a shift operation from a D range to an N range in the automatic transmission 11. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an automatic transmission control device that controls a fastening element of a transmission mechanism in an automatic transmission of a vehicle.

2. Description of the Related Art Conventionally, a vehicle equipped with an automatic transmission that automatically operates a clutch and a transmission and automatically switches a gear ratio according to the vehicle speed and the engine speed is known. In this vehicle, the rotational driving force generated by the engine operation is transmitted to the automatic transmission via the torque converter, and after being shifted by the automatic transmission, is transmitted to the drive wheels.
The automatic transmission includes, for example, a parking (P) range for parking, a reverse (R) range for reverse travel, a neutral (N) range where power is not transmitted, and a drive (D) range for normal (forward) travel. It has a plurality of speed change ranges, and selects the range by operating the select lever according to the traveling state (traveling range) of the vehicle.

  By the way, while driving in the D range, when the select lever is shifted from the D range to the P range by stopping the vehicle, a lock mechanism that mechanically fixes the drive shaft that transmits the drive force to the drive wheels operates. Residual torque (torsion torque) is generated on the drive shaft. If the residual torque is accumulated on the drive shaft and a shift operation is performed from the P range to another range, the residual torque will be released instantaneously. (Drivers) feel uncomfortable.

Therefore, an “automatic transmission parking device” (see Patent Document 1) has been proposed as a method of reducing the residual torque by shifting the time in which the lock mechanism for fixing the drive shaft is engaged to reduce the stall torque.
Japanese Patent Laid-Open No. 11-20632

  However, the conventional “automatic transmission parking device” includes a mechanism for reducing residual torque that is configured using new members, such as a stopper as a meshing prevention unit and a ring as a meshing prevention release unit. It was inevitable that the automatic transmission would become larger. In particular, in the case of a rear-wheel drive vehicle, the automatic transmission is usually arranged just below the under floor, which has a considerable influence on the body layout of the driver's feet. In addition, since a new mechanism for reducing the residual torque is provided, the vehicle cost also increases.

  The automatic transmission control apparatus according to the present invention is driven by temporarily inputting a reverse rotation driving force corresponding to the R range to the driving force output shaft after the shift operation from the D range to the N range in the automatic transmission. The residual torque of the force output shaft is reduced.

  According to the present invention, since the reverse rotational driving force equivalent to the R range is input to the driving force output shaft, the residual torsional torque on the driving force output shaft can be reduced without providing a new mechanism for reducing the residual torque (torsional torque). This can reduce noise and prevent shock and noise when shifting from the P range to other ranges, so the automatic transmission does not increase in size and affects the vehicle layout at the foot of the driver even in the case of a rear-wheel drive vehicle. In addition, the vehicle cost does not increase.

The best mode for carrying out the present invention will be described below with reference to the drawings.
FIG. 1 is an explanatory diagram showing a schematic configuration of an automatic transmission controlled by an automatic transmission control apparatus according to an embodiment of the present invention. As shown in FIG. 1, a control unit (automatic transmission control device) 10 outputs a shift command signal a to an automatic transmission (AT) 11 to control a shift operation of the automatic transmission 11; A brake signal b accompanying a braking operation is input from a brake mechanism (not shown).

  The automatic transmission 11 includes a torque converter 12, a transmission mechanism 13, a hydraulic control (shift control) device 14, and a select lever 15. The automatic transmission 11 performs shift control on the rotational driving force (rotational torque) input from the engine 16. Output. The rotational driving force input from the engine 16 is input to the torque converter 12 and amplified, input from the torque converter 12 to the transmission mechanism 13 via the shift rod 17, and after the transmission control is performed by the transmission mechanism 13, the output shaft ( Driving force output shaft) 18.

  The speed change mechanism 13 includes, for example, a parking (P) range for parking, a reverse (R) range for reverse travel, a neutral (N) range where power is not transmitted, and a drive (D) range for normal (forward) travel. It has a plurality of shift ranges. The speed change process in the speed change mechanism 13 is controlled by the hydraulic control device 14 when the operator (driver) selects and operates the select lever 15 according to the driving state (traveling range) of the vehicle.

  The select lever 15 can select each range of the speed change mechanism 13 by, for example, displacing the base portion in the vehicle front-rear direction with the base as a support shaft. It is detected by an inhibitor 19 installed at the base. The inhibitor 19 outputs the detection result as a position signal c of the select lever 15. One end of the parking rod 20 is connected to the base of the select lever 15, and the other end of the parking rod 20 is connected to the parking pole 22 via the cone 21.

  The parking pole 22 moves in response to the displacement operation of the select lever 15, and when the select lever 15 is positioned in the P range, the parking pole 22 is engaged with the parking gear 23 fixed to the output shaft 18 (see FIG. 1). The parking pole 22 and the parking gear 23 constitute a lock mechanism. When the parking pole 22 meshes with the parking gear 23, the output shaft 18 is mechanically fixed (locked), and the parking lock state is established. The meshing state of the parking pole 22 and the parking gear 23 is detected by the parking gear meshing state detection switch 24, and the parking gear meshing state detection switch 24 outputs the detection result as a parking gear signal d.

  FIG. 2 is a block diagram showing a schematic configuration of the control unit of FIG. As shown in FIG. 2, the control unit 10 includes a shift control command unit 25, a braking force action detection unit 26, a reverse rotation driving force generation unit 27, a CPU (Central Processing Unit) 28, and a storage unit 29. . The control unit 10 receives a brake signal b, a position signal c of the select lever 15 output from the inhibitor 19, and a parking gear signal d output from the parking gear meshing state detection switch 24. A shift command signal a is output.

The shift control command unit 25 generates a shift command signal a to be output to the hydraulic control device 14 in order to perform shift control of the transmission mechanism 13 corresponding to the position of the select lever 15. The braking force action detection unit 26 detects that the braking force is applied to the wheel by operating the brake based on the input brake signal b.
The reverse rotation driving force generator 27 temporarily rotates the reverse rotation driving force (equivalent to a state shifted to the R range with respect to the output shaft 18 immediately after the select lever 15 is operated and shifted from the D range to the N range). R range equivalent driving force) is generated. That is, by starting the supply of hydraulic pressure from the N range to the reverse engagement element (reverse brake), a driving force corresponding to the shift operation of the select lever 15 to the R range is generated.

  Here, “temporary” means that the select lever 15 is shifted from the N range to the P range until the lock mechanism is activated (the parking pole 22 and the parking gear 23 mesh), and the select lever 15 is continuously held in the N range. In such a case, the upper limit of the time is set to 300 ms. The operation of the lock mechanism is detected by the input of the parking gear signal d output from the parking gear meshing state detection switch 24.

Note that the reverse range driving force generator 27 generates the driving force corresponding to the R range only when the braking force of the brake is applied by operating the brake.
The CPU 29 is based on software such as a control program stored in the storage unit 30 and a program defining the above-described various processing procedures, various data stored in the storage unit 30, and the like. Various controls such as shifting operations are performed.

  FIG. 3 is a flowchart showing the flow of control processing by the control unit of FIG. As shown in FIG. 3, when performing the shift control by the control unit 10, first, is the shift operation from the D range to the N range performed at the select lever 15 of the automatic transmission 11 (D → N shift occurs)? It is determined whether or not (step S101). If the result of determination is that the shift operation with the select lever 15 has been performed (Yes), it is determined whether or not the brake operation has been performed (brake ON) (step S102), while the shift operation with the select lever 15 is performed. If not (No), the shift control process is terminated.

Next, as a result of the determination as to whether or not the brake operation has been performed (step S102), when the brake operation is performed (Yes), this corresponds to the case where the reverse rotation driving force generation unit 27 performs the shift operation to the R range. Control for generating driving force (R-range equivalent driving force control) is started (step S103).
After starting the R-range equivalent driving force control (step S103), it is determined whether or not the parking gear meshing state where the parking pole 22 and the parking gear 23 mesh (parking gear ON) (step S104). If the result of determination is that the parking gear is engaged (Yes), the R range equivalent driving force control is terminated (step S105), and the shift control process is terminated.

  On the other hand, if the result of determination in step S104 is that the parking gear is not engaged (No), it is determined whether or not the N range is held for 300 ms or longer (step S106). As a result of the determination, if the N range is not held for 300 ms or longer (No), the R range equivalent driving force control is started (step S103). On the other hand, if the N range is held for 300 ms or longer (Yes), the R range The equivalent driving force control is terminated (step S105), and the shift control process is terminated.

In the automatic transmission control processing by the control unit 10 described above, the change over time in the residual torque (torsion torque) of the drive shaft (output shaft 18), the automatic transmission (AT) engagement element command, and the select bar position (select signal base) Is compared with the time-dependent change of the residual torque (torsional torque) of the drive shaft, the automatic transmission (AT) engagement element command, and the select bar position (select signal base) in the conventional automatic transmission control process. To explain.
FIG. 4 is a graph showing the change over time in the drive shaft torsion torque in the automatic transmission control process. FIG. 4A is an explanatory view of the conventional process, and FIG. 4B is an explanatory view of the process by the control unit according to the present invention. It is.

  As shown in FIG. 4, in the conventional automatic transmission control process, when a shift operation is started from the D range to the N range and the R range and then to the P range, even if the select lever 15 is selected, the response is delayed. The torsion torque (residual torque) of the drive shaft in the output shaft 18 does not change immediately, but starts to decrease toward the torsion torque corresponding to the N range. The torsional torque corresponding to the R range and the P range is after entering the parking gear (biting into the parking gear). As a result, the torsional torque that continues to drop toward the torsional torque corresponding to the N range stops dropping due to the end of the parking gear biting, and thus remains without dropping (see (a)).

  On the other hand, in the automatic transmission control process by the control unit 10 according to the present invention, when the shift operation is started from the D range to the N range and the R range to the P range, the selection lever 15 is selected and operated. At the range stage, supply of hydraulic pressure to the reverse engagement element (reverse brake) is started, that is, R range equivalent driving force control is performed.

  As a result, the R range is an engagement command with respect to the N range, so that the delay time (response delay) increases, but the parking gear is entered by moving forward the shift command from the control unit 10 to the hydraulic control device 14. The reverse rotational driving force generated by the reverse rotational driving force generation unit 27 is transmitted to the output shaft 18 before. That is, immediately after the select lever 15 enters the N range by the speed change control by the control unit 10, a fastening command corresponding to the R range is issued, so that the reverse rotation driving force is input to the output shaft 18. The residual torque is lower than in the N range. However, this shift control is performed until the parking biting is completed.

As a result, at the end of the parking gear biting, the control process by the control unit 10, that is, the R range equivalent driving force control is performed (in the case of control), so that the conventional, ie, R range equivalent driving force control is not performed. The residual torque in the output shaft 18 can be clearly reduced as compared with the case (without control). When the N range is held, the R range equivalent driving force control is terminated when the holding time reaches 300 ms.
Here, regarding the timing of the driving force control corresponding to the R range, the term “immediately after the select lever 15 enters the N range from the D range” refers to the period of about 200 ms, which is a period in which the effect can be expected.

  Thus, by performing the automatic transmission control process by the control unit 10 according to the present invention, the torque acts on the output shaft 18 for the moment on the opposite side, so that the residual torque is reduced. When the select lever 15 is shifted from the D range to the P range, it passes through the R range, but immediately after passing through the R range, enters the P range, and then the lock mechanism (meshing of the parking pole 22 and the parking gear 23) works. In response, the reverse rotation driving force equivalent to the R range does not work.

  However, if the reverse drive force is applied to the output shaft 18 at the moment when the select lever 15 is shifted to the N range, the reverse drive force can be applied before the lock mechanism is activated. Since it can be made to work to the maximum until the lock mechanism works, the residual torque twisted in the forward rotation in the output shaft 18 can be reduced to the maximum. In addition, in order to generate reverse driving force at the moment of entering the N range from the D range, the fastening element in the automatic transmission 11 is controlled to be equivalent to the R range, but the opening control from the D range that starts to operate simultaneously with the control is performed. Since the response is faster, the generation of the reverse driving force in the output shaft 18 is not hindered.

  As a result, when the shift control process of the automatic transmission 11 is performed, a residual mechanism (torsional torque) reducing mechanism is not newly provided, and the residual torque is reduced and a shock or sound when shifting from the P range to another range. Therefore, the automatic transmission does not increase in size, does not affect the body layout of the driver's feet even in the case of a rear wheel drive vehicle, and does not increase the vehicle cost.

It is explanatory drawing which shows schematic structure of the automatic transmission controlled by the automatic transmission control apparatus which concerns on one embodiment of this invention. It is a block diagram which shows schematic structure of the control unit of FIG. It is a flowchart which shows the flow of the control processing by the control unit of FIG. The time-dependent change of the drive shaft torsion torque in the automatic transmission control process is shown in a graph, (a) is an explanatory view of the conventional process, and (b) is an explanatory view of the process by the control unit according to the present invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Control unit 11 Automatic transmission 12 Torque converter 13 Transmission mechanism 14 Hydraulic control apparatus 15 Select lever 16 Engine 17 Shift rod 18 Output shaft 19 Inhibitor 20 Parking rod 21 Cone 22 Parking pole 23 Parking gear 24 Parking gear meshing state detection switch 25 Shifting Control command unit 26 Braking force action detection unit 27 Reverse rotation driving force generation unit 28 CPU
29 Storage part a Shift command signal b Brake signal c Position signal d Parking gear signal

Claims (3)

An automatic transmission control device for controlling a shift process of an automatic transmission having a transmission mechanism,
And a reverse rotation driving force generator that temporarily generates a reverse rotation driving force corresponding to the R range acting on the driving force output shaft after the shift operation from the D range to the N range in the automatic transmission. An automatic transmission control device.   The automatic transmission control device according to claim 1, wherein the reverse rotation driving force is generated when a braking force is applied by a brake operation.   The automatic transmission control device according to claim 1, wherein the reverse rotation driving force is input to the driving force output shaft before the parking lock state is set.

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