JP2022039707A - Transmission system - Google Patents

Abstract

To provide a transmission system capable of providing a driver with vehicle driving feeling more even in an automatic shift-type transmission.SOLUTION: A transmission system 20 has: a power transmission system including a drive force connection/disconnection mechanism 2 and a transmission 4; a shift operation detection portion 22b for detecting an operation amount in shift operation of shift operation portions 14, 16a by a driver; and a shift control portion 22a. The shift control portion is constituted so that a manual rotation synchronization mode can be executed, and has: a first step for stopping transmission of drive force when the shift operation detection portion detects that the operation amount of the shift operation by the shift operation portion reaches a prescribed first operation amount; and a second step for restarting the transmission of the drive force in a state of switching the transmission to a low speed side, when the shift operation detection portion detects that the operation amount of the shift operation by the shift operation portion reaches a prescribed second operation amount larger than the first operation amount.SELECTED DRAWING: Figure 6

Description

The present invention relates to a transmission system, and more particularly to a transmission system that executes a shift based on a shift operation of a driver.

Japanese Patent Application Laid-Open No. 2008-37312 (Patent Document 1) describes a shift switching device for an automatic transmission. This shift switching device is configured to automatically switch the gear stage of the stepped transmission according to the traveling state of the vehicle. Further, the shift switching device described in Patent Document 1 is provided with a manual mode, and when the manual mode is set, the driver can operate the paddle shift or the like to move to the low speed side or as necessary. The gear stage can be switched to the high speed side.

In this way, in the manual mode provided in the automatic transmission, generally, when the driver operates the paddle shift, the floor shift of the manual mode position, or the like, the control unit first puts the transmission in the neutral state. Switch. The control unit then automatically adjusts the engine speed to a speed suitable for the gear stage after switching, and then switches the transmission to the gear stage based on the driver's operation. For example, when the driver performs an operation to switch the transmission to the low speed side by paddle shift, floor shift, etc. while applying the brake, the control unit first sets the transmission to neutral and then increases the engine speed. After that, the transmission is actually switched to the low speed side. Therefore, in the manual mode of the automatic transmission, the driver can generally switch the transmission to the low speed side or the high speed side by paddle shift, floor shift, or the like without considering the engine speed or the like.

Japanese Unexamined Patent Publication No. 2008-37312

Here, it is one of the pleasures of the driver to freely operate the vehicle by selecting an appropriate gear stage according to the running condition and the engine speed while driving the vehicle and switching the transmission. For example, there is a case where the transmission is switched to the low speed side in advance in order to turn left at the intersection while traveling at the high speed stage and accelerate smoothly after the left turn. In the automatic transmission, the shift operation itself is possible in the manual mode described above.

On the other hand, in such a case, in a vehicle equipped with a manual transmission, the driver disengages the clutch while depressing the brake pedal with his toes, and depresses the accelerator pedal with his heel to increase the engine speed and shift the transmission to the low speed side. After switching to, connect the clutch. As a result, the engine speed can be smoothly downshifted in a state of matching the speed of the transmission on the low speed side after switching, and quick acceleration after turning left is possible. Drivers who drive vehicles with manual transmissions are now able to control the vehicle freely while learning various driving techniques such as this heel-and-toe, which is a pleasure to drive.

However, while a vehicle equipped with an automatic transmission can run at an automatic transmission with high convenience and comfort, the above-mentioned driving technique is not required even when the manual mode is set, and the vehicle can be driven accordingly. There is a problem that a person cannot feel the feeling of operating a vehicle.

Therefore, the present invention has been made to solve the above-mentioned problems, and provides a transmission system that allows the driver to feel more like operating a vehicle even with an automatic transmission type transmission. The purpose is to do.

In order to solve the above-mentioned problems, the present invention is a transmission system that executes shifting based on a shifting operation of a driver, and is a power transmission system that transmits the driving force of an engine to wheels. A power transmission system including a disconnection mechanism and a transmission, a shift operation unit in which the driver performs a shift operation, a shift operation detection unit for detecting the operation amount of the shift operation in the shift operation unit by the driver, and this shift operation. Based on the shift operation amount detected by the detection unit, the shift control unit has a shift control unit that executes shifting and disconnection switching of the driving force by the transmission / disconnection mechanism, and the shift control unit executes the manual rotation synchronization mode. The manual rotation synchronization mode is configured to be possible, and when the shift operation detection unit detects that the operation amount of the shift operation of the shift operation unit has reached a predetermined first operation amount, the transmission / disconnection mechanism of the power transmission system is set. The shift operation detection unit indicates that the first step of sending a control signal and stopping the transmission of the driving force and the operation amount of the shift operation of the shift operation unit have reached a predetermined second operation amount larger than the first operation amount. When detected, it is characterized by having a second step of sending a control signal to the disconnection mechanism and restarting the transmission of the driving force in a state where the transmission is switched to the low speed side.

According to the present invention configured as described above, when it is detected that the operation amount of the shift operation reaches a predetermined first operation amount, a control signal is sent to the disconnection / disconnection mechanism of the power transmission system to control the driving force. When it is detected that the first step of stopping transmission and the operation amount of the shift operation are equal to or larger than the predetermined second operation amount larger than the first operation amount, a control signal is sent to the disconnection mechanism and the transmission causes the transmission. The switching to the low speed side of the transmission is completed by the second step of restarting the transmission of the driving force in the state of being switched to the low speed side. At this time, between the execution of the first step in which the transmission of the driving force is stopped and the execution of the second step in which the transmission of the driving force is resumed, the driver himself lowers the engine speed. It is possible to operate the accelerator pedal or the like in order to match the rotation speed of the transmission on the side, which makes the driver feel more like operating the vehicle. You can also make the driver feel the pleasure of improving his manual driving skills.

Further, in the present invention, it is preferable that the operation reaction force generating device further comprises an operation reaction force generating device for applying a predetermined operating reaction force to the shifting operation amount of the driver of the shifting operation unit, and the operating reaction force generating device is provided by the driver. The driver starts operating the shift operation unit from the operation position of the first operation amount to the operation position of the second operation amount with respect to the operation force when the shift operation unit is held at the operation position of the first operation amount. An operation reaction force is applied to the speed change operation unit so that the operation force at that time becomes large.
According to the present invention configured as described above, the driver cuts the driving force (operates to the first operation amount position and holds the first operation amount position), and the driver adjusts the engine speed. The subsequent shift operation and the restart operation of the transmission of the driving force (the shift operation from the held first operation amount position to the second operation amount position) are appropriately distinguished and felt, thereby making it more accurate. Can be made to perform each operation.

Further, in the present invention, preferably, the shift operation detection unit is a signal of two position sensors capable of detecting the operation amount of the shift operation of the shift operation unit, the first operation amount and the second operation amount, respectively, or The first operation amount and the second operation amount are detected based on the signal of one stroke sensor that can detect.
According to the present invention configured as described above, it is possible to more reliably detect the operation amount of the shifting operation.

Further, in the present invention, it is preferable to have a shift mode setting operation unit, and the shift mode setting operation unit allows the transmission to operate only in the manual rotation synchronization mode and the operation of the first operation amount or the second operation amount. It is possible to select an automatic rotation synchronization mode in which shifting to the low speed side is completed.
According to the present invention configured in this way, the driver can also select the automatic rotation synchronization mode by the shift mode setting operation unit, and therefore, he / she wants to shift down quickly and accurately at the timing of his / her own will. Alternatively, it is possible to meet the demand for downshifting without performing complicated operations.

Further, in the present invention, preferably, the shift control unit is in the automatic rotation synchronization mode even when the manual rotation synchronization mode is selected when a predetermined road surface condition is detected by the road surface condition sensor. To execute.
According to the present invention configured as described above, when a predetermined road surface condition is detected, the automatic rotation synchronization mode is executed even when the manual rotation synchronization mode is selected. Therefore, it is possible to avoid a dangerous state caused by the transmission of the driving force being stopped from the time when the first step is executed to the time when the second step is executed.

Further, in the present invention, preferably, the shift control unit preferably detects the vehicle speed or the engine speed when the shift operation of the second operation amount is not detected within a predetermined time after the shift operation of the first operation amount is detected. The gear is automatically selected based on.
According to the present invention configured as described above, if the shift operation of the second operation amount is not performed within a predetermined time after the shift operation of the first operation amount is performed, the vehicle speed or the engine speed is adjusted. Since the shift stage is automatically selected based on the above, it is possible to prevent the vehicle from running for a long time in a state where the transmission of the driving force is stopped by the execution of the first step, and it is appropriate according to the running state of the vehicle. The shift stage can be selected.

Further, in the present invention, preferably, the shift control unit is in the case where the engine rotation speed at the time when the shift operation of the second operation amount is detected during the execution of the manual rotation synchronization mode is less than the predetermined rotation speed threshold value. , The shift to the low speed side is not executed, and the shift stage at the time when the shift operation of the first operation amount is detected is maintained.
According to the present invention configured as described above, when the engine rotation speed at the time when the shift operation of the second operation amount is detected is less than the predetermined rotation speed threshold, the shift stage is maintained, so that the engine rotation is performed. It is possible to prevent an unexpected engine stop or excessive shock due to shifting to the low speed side in a low number situation.

Further, in the present invention, it is preferable that the notification device and the notification control unit are further provided, and when the notification control unit maintains the shift stage at the time when the shift operation of the first operation amount is detected, the notification device is used. To notify the driver that the shift operation was inappropriate.
According to the present invention configured as described above, when the engine speed is low when the shift operation of the second operation amount is performed and the shift stage is maintained, the notification device notifies the driver. Can recognize that the self-shifting operation was inappropriate. Further, by notifying the maintenance of the shift stage, it is possible to prevent the driver from giving a misunderstanding that the shift has not been executed even though the shift operation has been performed.

Further, in the present invention, it is preferable to further have an acceleration sensor, a notification device, and a notification control unit, and the notification control unit detects an acceleration fluctuation of a predetermined acceleration threshold value or more by the acceleration sensor when the second step is executed. In that case, a signal is sent to the notification device to notify the driver that the shift operation is inappropriate.
According to the present invention configured as described above, when an acceleration fluctuation of a predetermined value or more is detected during the execution of the second step, it is notified that the shift operation is inappropriate, so that the driver himself / herself It is possible to objectively recognize the suitability of the shift operation of the vehicle, which can be useful for improving the driving skill.

According to the transmission system of the present invention, even an automatic transmission type transmission can make the driver feel more like operating a vehicle.

It is a block diagram which shows the drive system of the vehicle which carries the transmission system by embodiment of this invention. It is a schematic diagram which shows the front part of the passenger compartment of the vehicle equipped with the transmission system by embodiment of this invention. A shift lever device (FIG. 3 (a)) provided at the front of the passenger compartment of a vehicle equipped with a transmission system according to an embodiment of the present invention, an operation position and operation amount of the shift lever (FIG. 3 (b)), and a paddle. It is a schematic diagram which shows the operation position and the operation amount (FIG. 3C) of the shift lever, respectively. It is a diagram which shows the relationship between the operation force and the shift stroke of the shift lever device of the transmission system by embodiment of this invention. It is a schematic diagram which shows the schematic structure of the operation reaction force generator provided in the shift lever device by this embodiment for obtaining the operation reaction force characteristic shown in FIG. 4, and the shift lever is M position (FIG. 5A), N It is a schematic diagram which is located at each position (FIG. 5 (b)). It is a block diagram of the transmission system by embodiment of this invention. It is a flowchart which shows the process when the manual rotation synchronization mode is set in the transmission system by embodiment of this invention. It is a time chart which shows an example of the operation in the manual rotation synchronization mode of the transmission system by embodiment of this invention. It is a time chart which shows an example of the operation in the manual rotation synchronization mode of the transmission system by embodiment of this invention. It is a time chart which shows an example of the operation in the manual rotation synchronization mode of the transmission system by embodiment of this invention. It is a time chart which shows an example of the operation in the manual rotation synchronization mode of the transmission system by embodiment of this invention. It is a time chart which shows an example of the operation in the manual rotation synchronization mode of the transmission system by embodiment of this invention.

Hereinafter, a transmission system according to an embodiment of the present invention will be described with reference to the accompanying drawings.

First, a schematic configuration of a transmission system according to an embodiment of the present invention will be described with reference to FIGS. 1 to 5. FIG. 1 is a block diagram showing a drive system of a vehicle equipped with a transmission system according to an embodiment of the present invention, and FIG. 2 is a front portion of a vehicle compartment of a vehicle equipped with a transmission system according to an embodiment of the present invention. 3 (a) is a schematic view showing a shift lever device provided in the front portion of the passenger compartment of a vehicle equipped with a transmission system according to an embodiment of the present invention, and FIG. 3 (b) is a schematic diagram. Is a schematic diagram showing the operation position (shift position) and the operation amount (stroke) of the shift lever, and FIG. 3 (c) is a schematic diagram showing the operation position (shift position) and the operation amount (stroke) of the paddle shift lever. FIG. 4 is a diagram showing the relationship between the operating force of the shift lever of the shift lever device of the transmission system according to the embodiment of the present invention and the shift stroke, and FIG. 5 is a diagram showing the relationship between the operating force and the shift stroke. It is a schematic diagram which shows the schematic structure of the operation reaction force generator provided in the shift lever device by this embodiment for obtaining a force characteristic, and the shift lever is M position (FIG. 5 (a)), N position (FIG. 5 (b). )) It is a schematic diagram located in each.

First, as shown in FIG. 1, the vehicle 1 equipped with the transmission system according to the embodiment of the present invention decelerates the rotation speeds of the engine 2 which is a prime mover and the output shaft of the engine 2 and automatically transmits power. The machine 6, the clutch 4 which is a disconnection / disconnection mechanism for switching the connection / disconnection of the power between the engine 2 and the automatic transmission 6, and the propeller shaft 8 and the drive shaft 10 for transmitting the power of the output shaft of the automatic transmission 6. And a wheel 12. Of these, the clutch 4, the automatic transmission 6, the propeller shaft 8, and the drive shaft 10 function as a power transmission system that transmits the power output from the engine 2 to the wheels 12 as a driving force.

Next, with reference to FIGS. 2 and 3, the arrangement of each operation unit provided in the front portion of the passenger compartment of the vehicle 1 according to the present embodiment, the shift mode of the automatic transmission 6, and the basic operation of the shift lever To explain.
First, as shown in FIG. 2, the front portion of the passenger compartment of the vehicle 1 equipped with the transmission system of the present embodiment is provided on the side side of the driver's seat as a shift operation unit for the driver to perform a shift operation. , A shift lever device 15 including a shift lever 14, and a paddle shift lever device 17 provided on the steering wheel device 16 and including left and right paddle shift levers (paddle switches) 16a and 16b.

The driver switches the automatic transmission 6 to each shift range of parking range (P range), reverse range (R range), neutral range (N range), and drive range (D range) by the shift lever 14. Can be done (see FIG. 3 (a)).
Here, in the present embodiment, the automatic transmission 6 is configured so that "automatic transmission mode" or "manual transmission mode" can be set.
The "automatic shift mode" is a mode in which the shift timing and shift stage selection of the automatic transmission 6 are automatically controlled in the D range. On the other hand, the "manual mode" is a mode in which the driver can arbitrarily select the shift timing and shift stage of the automatic transmission 6.

Further, in the present embodiment, in the "manual mode", the driver can select the "automatic rotation synchronization mode" or the "manual rotation synchronization mode" of the automatic transmission 6. For this selection, as shown in FIG. 2, a shift mode setting operation unit 14a for the driver to select the "automatic rotation synchronization mode" or the "manual rotation synchronization mode" is provided in the vicinity of the shift lever 14. ing.
Here, the "automatic rotation synchronization mode" is a mode in which when shifting to a shift stage selected by the driver, synchronization of the rotation speed of the engine 2 is automatically executed so that the engine rotation speed matches the shift stage. Is. On the other hand, in the "manual rotation synchronization mode", as will be described later, when shifting to a gear shift on the low speed side selected by the driver, the driver's accelerator pedal synchronizes the rotation speed of the engine 2 to match the gear shift. This mode allows you to operate it.

Next, as shown in FIG. 3A, in the transmission system of the present embodiment, the shift lever 14 of the shift lever device 15 has a P range position (P position), an R range position (R position), and an N range. It is a stationery type shift mechanism that is held at each position (N position) or D range position (D position). Further, in the present embodiment, a manual mode position (M position) is provided on the side of the D position, and when the driver moves the shift lever 14 to the M position, the manual mode of the automatic transmission 6 described above is selected. , It is possible to switch to a momentary type shift mechanism with this M position as the neutral position.

In the present embodiment, when the "manual rotation synchronization mode" is selected, the driver can perform the N position with the first operation amount (first stroke amount) of the shift lever 14 as shown in FIG. 3 (b). It is now possible to shift to the low speed side (shift down) by a two-step operation of moving to the "-" position by the second operation amount (second stroke amount) of the shift lever 14. There is.

On the other hand, when the driver moves the shift lever 14 to the "+" position, the shift to the high speed side (shift up) can be performed.
In this manual mode, when the driver releases the shift lever 14 at the N position, the "-" position, or the "+" position to set the operating force to 0 by the momentary shift mechanism, the shift is performed. The lever 14 returns to the M position, which is the neutral position.

In the present embodiment, when the driver moves the shift lever 14 to the N position at the timing when he / she wants to cut off the power to shift down, the clutch 4 operates to cut off the power transmission and the shift stage is in the neutral state. Will be. In this state, the driver can operate the accelerator pedal to synchronize the engine speed. Further, when the driver moves the power transmission to the "-" position at the timing when he / she wants to restart the power transmission at the low speed side shift stage, the shift stage is switched to the low speed side except for a predetermined case described later.

On the other hand, when the "automatic rotation synchronization mode" is selected, the driver can operate the shift lever 14 to the N position or the "-" position shown in FIGS. 3 (a) and 3 (b). The rotation speed of the engine 2 is automatically synchronized, and the shift down to the low speed gear is executed.

Similarly, in the present embodiment, the left and right paddle shift levers 16a and 16b are also configured to enable shifting in the "manual rotation synchronization mode". That is, when the shift lever 14 is operated to the M position (see FIG. 3A) and the manual mode of the automatic transmission 6 is selected, the driver can use the left paddle as shown in FIG. 3C. As described above, the driver synchronizes the engine speed with a two-step operation of moving the shift lever 16a to the N position by the first operation amount and further moving it to the "-" position by the second operation amount. It is possible to shift down to the lower speed stage by operating the accelerator pedal. Further, when the driver moves the paddle shift lever 16b on the right side to the "+" position, the shift to the high speed side (shift up) can be performed.

On the other hand, when the "automatic rotation synchronization mode" is selected, the rotation speed of the engine 2 is automatically set by any operation of the paddle shift lever 16a to the N position or the "-" position shown in FIG. 3 (c). At the same time, the shift down to the low speed gear is executed.

In this embodiment, even when the shift lever 14 is held in the D position and the automatic shift mode is executed, when the driver operates the left and right paddle shift levers 16a and 16b, the manual mode is temporarily set. It is configured to be intervenable. In this manual mode intervention, either of the above-mentioned "manual rotation synchronization mode" or "automatic rotation synchronization mode" can be executed. In addition, in order to prevent erroneous operation of the paddle shift levers 16a and 16b, such intervention may be prohibited at a predetermined operation unit.

In the present embodiment, the shift lever 14 and the paddle shift levers 16a and 16b can be used to switch the shift stage. However, as a modification, an arbitrary shift operation unit is used in addition to such a shift lever. The present invention can be configured so that the shift gear can be switched. Further, in the present embodiment, one independent operation unit is provided as the shift mode setting operation unit 14a, but the shift mode setting operation unit 14a is also used as another push button (not shown) or the like. You can also do it. In this case, the "automatic rotation synchronization mode" and the "manual rotation synchronization mode" can be switched by a special operation such as "long press" of the push button.

Next, with reference to FIG. 4, the operating force characteristics of the shift lever according to the present embodiment will be described.
As shown in FIG. 4, in the present embodiment, in the manual mode of the shift lever 14 described above, the driver operates the shift lever 14 from the neutral position M position to each position of the N position and the “−” position. At that time, the characteristic that the operating force changes non-linearly with respect to the stroke is obtained.

That is, as shown in FIG. 4, as an operating force characteristic, when the driver first operates the shift lever 14 from the neutral position (M position), the operating force linearly rises with respect to the stroke amount, thereby. , The driver feels a certain operation reaction force.
After that, in the vicinity of the N position of the first operation amount (first stage), the change in the operation force with respect to the stroke amount is made constant so that the driver can easily hold the shift lever 14 in the N position.

Further, in a predetermined stroke range exceeding the N position and in the vicinity of the N position (in FIG. 4, this predetermined stroke range is indicated by reference numeral A), the operating force linearly with a predetermined inclination with respect to the stroke. By starting up, a certain operation reaction force can be obtained with respect to the operation of the driver. This predetermined inclination is such that when the driver holds the shift lever 14 in the N position, an operating reaction force is obtained so that the shift lever 14 does not move from the N position unless the force is intentionally increased. Is. This makes it easier for the driver to hold the shift lever 14 in the N position.
In the present embodiment, the driver operates the shift lever 14 from the M position to the N position, holds the shift lever 14 at the N position, and moves from the N position to the "-" position due to the operation force characteristics as shown in FIG. The operation is properly distinguished from the second stage operation so that each operation can be performed accurately.

Further, as shown in FIG. 4, when the stroke range indicated by the reference numeral A is exceeded, the operating force is reduced so that the driver can easily operate the shift lever 14 to the “−” position. When the "-" position is exceeded, the operating force is linearly increased with respect to the stroke to regulate the stroke range of the driver's shift lever 14.

In the present embodiment, the operating force characteristics as shown in FIG. 4 described above are obtained by the operating reaction force generating mechanism 18 as shown in FIG. 5 provided in the shift lever device 15.
As shown in FIG. 5, the shift lever 14 of the shift lever device 15 rotates around the rotation shaft 15a, and the operation reaction force generation mechanism 18 accompanies the operation of the shift lever 14 by the driver. An operating reaction force as shown in FIG. 4 is generated with respect to the amount of rotation (stroke amount).

The operating reaction force generation mechanism 18 includes a detent 18a and a spring 18b, and in the present embodiment, mainly by setting the width, height, and inclination of the detent 18a, the operating force characteristics as shown in FIG. 4 can be obtained. I'm trying to get it.

The spring 18b acts between the fixed point 18c and the point of action 18d with the detent 18a (bearing body 18d for reducing the slip resistance with the detent 18a), and moves the shift lever 14 from the N position to the M position. A force is applied in the direction of returning to the position and returning from the "-" position to the M position.

When the driver operates the shift lever 14, the shift lever 14 moves (strokes) from the position shown in FIG. 5 (a) to the position shown in FIG. 5 (b), and at that time, exceeds the N position and , The detent 18a is set so that the inclination is mainly large at the position A near the N position. As a result, as described above, the operating force is linearly raised with a predetermined inclination with respect to the stroke (reference numeral A in FIG. 4), so that a constant operating reaction force can be obtained with respect to the driver's operation. I have to.

Further, the paddle shift levers 16a and 16b also have the same operating reaction force generation mechanism as in FIG. 5 so that the same operating force characteristics as in FIG. 4 can be obtained. Since the driver basically operates the paddle shift levers 16a and 16b with his / her fingers, the operation force characteristics are the same, but the operation force itself is set to be small.

Next, the transmission system 20 according to the embodiment of the present invention will be described with reference to FIG.
As shown in FIG. 6, the transmission system 20 includes an ECU (electric control unit / controller) 22, a shift lever device 15 for inputting a signal to the ECU (electric control unit / controller) 22, a shift mode setting operation unit 14a, a paddle shift lever device 17, and an accelerator open. It includes a degree sensor 24, a vehicle speed sensor 26, a gradient sensor 28, and an acceleration sensor 30. Further, the transmission system 20 includes an automatic transmission 6 to which a control signal from the ECU 22 is input, a clutch 4, a display device 32 which is a notification device, and a speaker 34. Further, the engine 2 is also connected to the ECU 22 and is controlled by a control signal.

The shift lever device 15 has a plurality of position sensors that detect each position of "P", "R", "N", and "D" in the automatic shift mode as each position of the shift lever 14, and a manual mode. A plurality of position sensors for detecting the M position, the N position, the "-" position, and the "+" position are provided, and each signal of the position sensors is configured to be input to the ECU 22.
As a modification, the movement distance with respect to the neutral position (M position) of the shift lever 14 may be detected by one stroke sensor (linear sensor or the like), and the signal may be input to the ECU 22.
Each position sensor or stroke sensor of the shift lever device 15 makes it possible to detect that the shift lever 14 has reached the first operation amount or the second operation amount (see FIG. 3B) described above.

Further, the paddle shift lever device 17 is provided with a plurality of position sensors for detecting the N position, the "-" position, and the "+" position of the paddle shift levers 16a and 16b, and each signal of the position sensors is the ECU 22. It is configured to be entered in. The left paddle shift lever 16a is configured to detect the moving distance to the N position and the "-" position with respect to the neutral position (M position) with one stroke sensor (linear sensor, etc.) and input the signal to the ECU 22. You may.
By such a position sensor or a stroke sensor of the paddle shift lever device 17, it is possible to detect that the left paddle shift lever 16a has reached the first operation amount or the second operation amount (see FIG. 3B) described above. Will be.

Further, the accelerator opening sensor 24 is configured to detect the amount of depression of the accelerator pedal (not shown) of the vehicle 1 on which the transmission system 20 is mounted, and input the detection signal to the ECU 22.
The vehicle speed sensor 26 is configured to detect the vehicle speed of the vehicle 1 on which the transmission system 20 is mounted and input the detection signal to the ECU 22.
The gradient sensor 28 is configured to detect the gradient of the road surface on which the vehicle 1 equipped with the transmission system 20 is traveling and input the detection signal to the ECU 22.
The acceleration sensor 30 is configured to detect the longitudinal acceleration of the vehicle 1 on which the transmission system 20 is mounted and input the detection signal to the ECU 22.

Specifically, the ECU 22 is composed of a microprocessor, a memory, an interface circuit, a program for operating these, and the like (not shown above). The ECU 22 realizes the functions of the shift control unit 22a, the shift operation detection unit 22b, the notification control unit 22c, and the like by using these hardware and software.

The shift control unit 22a is configured to send a control signal to the automatic transmission 6 to switch gears. The specific control content by the shift control unit 22a will be described later.

The shift operation detection unit 22b is configured to detect a shift operation by the driver of the shift lever 14 and the paddle shift levers 16a and 16b, which are shift operation units.
In particular, in the shift operation detection unit 22b, the shift lever 14 is operated to the N position, the "-" position, and the "+" position in the manual mode based on the input signals from the position sensors of the shift lever device 15. Is detected.
Further, the shift operation detection unit 22b detects that the left paddle shift lever 16a has been operated to the N position or the "-" position based on the input signals from each position sensor of the paddle shift lever device 17, and also , It is detected that the right paddle shift lever 16b has been operated to the "+" position.

In particular, in the present embodiment, the shift operation detection unit 22b detects the N position of the shift lever 14 in the manual mode and the "-" position, so that the shift lever 14 performs the first operation amount or the second operation described above. It is configured to detect that the quantity (see FIG. 3B) has been reached.
Further, the shift operation detection unit 22b detects the N position and the "-" position of the left paddle shift lever 16a, so that the left paddle shift lever 16a has the above-mentioned first operation amount or second operation amount (FIG. 3). It is configured to detect that (c) has been reached).
When the stroke sensor as a modification is used, the shift operation detection unit 22b has the first operation amount or the second operation amount of the shift lever 14 based on the detected stroke amount (see FIG. 3B). , And the first operation amount or the second operation amount (see FIG. 3C) of the left paddle shift lever 16a is configured to be detected.

The notification control unit 22c is configured to send a control signal to the display device 32 and the speaker 34 connected to the ECU 22 to notify the driver of the operating status of the transmission system 20 and the like.

As shown in FIG. 2, the display device 32 is a display provided on the instrument panel of the vehicle 1 on which the transmission system 20 is mounted, and presents various information to the driver and occupants of the vehicle 1. It is configured to do. The notification control unit 22c built in the ECU 22 sends a control signal to the display device 32, and causes the display device 32 to display various information. Further, the display device 32 can be a touch panel, and the display device 32 can display and input various information. For example, the shift mode setting operation unit 14a can be configured by a command button (not shown) displayed on the touch panel.

As shown in FIG. 2, the speaker 34 is a voice generator that transmits various information by voice to the driver and occupants of the vehicle 1. Further, the notification control unit 22c built in the ECU 22 is configured to send a voice signal to the speaker 34 to generate various voices, notification sounds, warning sounds, and the like.

Next, the control content of the shift control unit 22a of the ECU 22 will be described.
When the automatic transmission 6 is set to the "automatic mode", the shift control unit 22a selects an appropriate shift stage based on the detection signals detected by the vehicle speed sensor 26 and the accelerator opening sensor 24. The shift stage of the automatic transmission 6 is switched. In the present embodiment, the automatic transmission 6 is a stepped transmission that switches the power transmission path by the planetary gear mechanism by connecting and disconnecting a plurality of clutches and brakes, which are shifting clutches 6a. The shift control unit 22a is configured to engage and disengage the clutch 4 and the shift clutch 6a at predetermined timings to switch gears.

When the automatic transmission 6 is set to the "manual mode", the shift control unit 22a determines the shift stage of the automatic transmission 6 based on the operation of the shift lever 14 or the paddle shift levers 16a and 16b by the driver. To switch. In the transmission system 20 of the present embodiment, in the "manual mode" of the automatic transmission 6, the driver operates the shift mode setting operation unit 14a to set the "automatic rotation synchronization mode" or the "manual rotation synchronization mode". You can choose.

In the present embodiment, when the automatic transmission 6 is set to the "manual mode" and the "automatic rotation synchronization mode", the driver operates the shift levers 14, 16a, 16b once. Therefore, the shift stage of the automatic transmission 6 can be switched. Specifically, the shift lever 14 is operated from the M position to the N position side (N position or "-" position), or the left paddle shift lever 16a is operated from the M position to the N position side (N position or "-" position). ), The shift operation detection unit 22b detects that an operation for shifting the automatic transmission 6 to the lower speed shift stage has been performed.
Further, when the shift lever 14 is operated from the M position to the "+" position or the right paddle shift lever 16b is operated, an operation for shifting the automatic transmission 6 to the high speed side shift stage. Is detected by the shift operation detection unit 22b.
When the shift operation of these drivers is detected by the shift operation detection unit 22b, the shift control unit 22a switches the automatic transmission 6 to a low speed side or a high speed side shift stage according to the shift operation.

In the "automatic rotation synchronization mode", when the driver operates the shift lever 14 or the paddle shift lever 16a to shift down, the shift control unit 22a of the ECU 22 first sends a control signal to the clutch 4 and disconnects the control signal. Let me. Next, the shift control unit 22a sends a control signal to the automatic transmission 6 to switch the automatic transmission 6 to neutral. Further, the shift control unit 22a sends a control signal to the engine 2 and controls the engine 2 so that the rotation speed corresponds to the shift stage (shift stage on the one-step low speed side) after the shift. Next, the shift control unit 22a sends a control signal to the automatic transmission 6 to switch the shift stage to the low speed side by one step, and then sends a control signal to the clutch 4 to connect the clutch 4 and complete the shift.

As described above, in the "automatic rotation synchronization mode", the shift control unit 22a automatically synchronizes the rotation speed of the engine 2 with the rotation speed of the shift stage after the shift. Therefore, the driver can switch the shift stage of the automatic transmission 6 by one operation of the shift levers 14 and 16a without considering the rotation speed of the engine 2. When the driver operates the shift levers 14 and 16b to shift up, the same process is performed and the shift stage of the automatic transmission 6 is switched to the high speed side.

Next, when the automatic transmission 6 is set to the "manual mode" and the "manual rotation synchronization mode", the driver can perform the first operation amount and the first operation amount of the shift levers 14 and 16a described above. By distinguishing between the two operation amounts (see FIGS. 3 (b) and 3 (c)) and performing two-step operation, the shift stage of the automatic transmission 6 can be switched to the one-step low speed side.

Specifically, in the "manual rotation synchronization mode", when the driver wants to cut off the power to shift down, the shift lever 14 or the paddle shift lever 16a is operated to the N position, that is, the first operation amount. When operated to the position, the shift control unit 22a of the ECU 22 first sends a control signal to the clutch 4 to disengage it. Next, the shift control unit 22a sends a control signal to the automatic transmission 6 to switch the automatic transmission 6 to neutral. At this time, the driver can operate the accelerator pedal to synchronize the engine speed.

Further, the shift control unit 22a operates the shift lever 14 or the paddle shift lever 16a to the "-" position at the timing when the driver wants to restart the power transmission at the shift stage on the low speed side, that is, the second operation amount position. When the operation is performed up to, the shift control unit 22a sends a control signal to the automatic transmission 6 to switch the shift stage to the low speed side by one step, and then sends a control signal to the clutch 4 to send the control signal to the clutch 4, except for a predetermined case described later. And complete the shift.

Regarding the switching to the high speed side by the shift levers 14 and 16b, even when the shift mode setting operation unit 14a is set to the "manual rotation synchronization mode", the shift stage of the automatic transmission 6 can be changed by one operation. You can switch.

Next, with reference to FIGS. 7 to 12, the control processing contents and the operation thereof in the manual rotation synchronization mode of the transmission system 20 according to the embodiment of the present invention will be described.
FIG. 7 is a flowchart showing processing when the manual rotation synchronization mode is set in the transmission system 20 according to the embodiment of the present invention, and FIGS. 8 to 12 show the transmission system 20 according to the embodiment of the present invention. It is a time chart which shows an example of the operation in a manual rotation synchronization mode. In FIG. 7, S indicates each step.

The flowchart shown in FIG. 7 is repeatedly executed by the shift control unit 22a of the ECU 22 at predetermined time intervals when the “manual rotation synchronization mode” is set by the shift mode setting operation unit 14a. In the time charts shown in FIGS. 8 to 12, the first shift-down signal corresponding to the above-mentioned N position and "-" based on the operation of the brake switch signal, the shift lever 14 or the paddle shift lever 16a are shown in order from the top. The second shift-down signal corresponding to the position, the shift stage of the automatic transmission 6, the detection signal of the accelerator opening sensor 24, and the rotation speed of the engine 2 are shown, and the horizontal axis represents time.

First, in S1 of FIG. 7, various signals are read into the ECU 22. That is, in S1, a signal relating to the operation of the driver's shift lever 14 from the shift lever device 15, a rotation mode setting signal from the shift mode setting operation unit 14a, and a driver's paddle shift lever 16a from the paddle shift lever device 17 , 16b operation signal, accelerator opening signal from accelerator opening sensor 24, speed signal of vehicle 1 from vehicle speed sensor 26, gradient signal of running road surface from gradient sensor 28, and acceleration sensor. A signal relating to the anteroposterior acceleration of the vehicle 1 from 30 is included.

Next, in S2, it is determined whether or not a predetermined road surface condition is detected. Specifically, in S2, whether or not the slope of the traveling road surface detected by the gradient sensor 28, which is a road surface condition sensor, is equal to or more than a predetermined gradient threshold value, and the road surface friction of the traveling road surface is equal to or less than a predetermined friction threshold value. Whether or not it is judged. When it is equal to or more than a predetermined gradient threshold value or equal to or less than a predetermined friction threshold value, one process of the flowchart shown in FIG. 7 is completed without executing the process of S3 or less. In this case, even if the manual rotation synchronization mode is set by the shift mode setting operation unit 14a, the automatic rotation synchronization mode is executed. As described above, in the transmission system 20 of the present embodiment, when a predetermined road surface condition is detected, the automatic rotation synchronization mode is executed even when the manual rotation synchronization mode is selected. To.

That is, when the manual rotation synchronization mode is executed on a road surface with a steep slope or a road surface with low road friction, if the driver's shift operation is inappropriate, the vehicle may behave dangerously or drive. It can also cause strong discomfort to people and occupants. For example, on steep roads, dangerous situations can occur, such as the vehicle unintentionally accelerating while the gears are in neutral, or skidding due to the lack of driving force on the wheels on low μ roads. .. In the present embodiment, the manual rotation synchronization mode is executed in such a road surface condition to prevent the vehicle from becoming dangerous behavior and to ensure the safety of the driver and the occupant more reliably. As described above, when the automatic rotation synchronization mode is executed even though the manual rotation synchronization mode is selected, the display device 32 or the speaker 34 may notify the driver to that effect.

The road surface friction on the traveling road surface can be estimated from the relationship between the driving force of the engine 2 and the wheel speed of the wheels 12. That is, when the road surface friction is small and the wheels 12 are slipped, the wheel speed is large with respect to the driving force generated by the engine 2. Therefore, in this case, the sensor for detecting the driving force of the engine 2, the sensor for detecting the wheel speed, and the arithmetic unit for estimating the road surface friction from the driving force and the wheel speed (not shown above) are the road surface condition sensors. Functions as.

Next, in S3, the driver determines whether or not the first shift down request operation has been performed. In the present embodiment, the first shift-down request operation is an operation in which the driver wants to cut off the power in order to shift down, and the driver moves the shift lever 14 or the paddle shift lever 16a to the N position. , The operation to hold. In this S3, the shift operation detection unit 22b determines whether or not the operation amount of the shift levers 14 and 16a has reached the first operation amount (see FIGS. 3B and 3C).

If it is determined that there is a first downshift request, the process proceeds to S4, and if it is determined that there is no first downshift request, one process of the flowchart shown in FIG. 7 is terminated. As described above, the process of S4 or less in the flowchart shown in FIG. 7 is executed when the shift down request operation is performed by the shift levers 14 and 16a, and the shift up request operation is performed by the shift levers 14 and 16b. If so, it will not be executed.

Here, in the example shown in FIG. 8, the driver decelerates the vehicle 1 and shifts down the automatic transmission 6 from the 3rd speed to the 2nd speed, so that the brake pedal of the vehicle 1 ( (Not shown) is stepped on. Next, at time t2, the driver operates the shift lever 14 or the paddle shift lever 16a to the N position as the first shift down request operation (shift down signal 1 = ON). In the following, such an operation of the shift lever 14 or the paddle shift lever 16a from the M position to the N position (operation of the first operation amount from the M position) by the driver is referred to as "first shift down request operation". Say.

When the first shift down request operation of the shift lever 14 or the paddle shift lever 16a is detected by the shift operation detection unit 22b, the process in the flowchart shown in FIG. 7 proceeds to S4. In S4, the shift control unit 22a sends a control signal to the clutch 4 to disengage the clutch 4 and stop the transmission of the driving force as the first step of the manual rotation synchronization mode. Further, in S4, the shift control unit 22a sends a control signal to the automatic transmission 6 to switch the automatic transmission 6 to the neutral state.

Here, in the example shown in FIG. 8, at time t3, the clutch 4 is disengaged and the automatic transmission 6 is set to neutral. Further, the driver operates the shift levers 14 and 16a from the M position to the N position at the time t2, and then depresses the accelerator pedal (not shown) between the times t4 and t5 as shown by the solid line in FIG. I'm out. As a result, the rotation speed of the engine 2, which has been lowered due to the depression of the brake pedal from the time t1, increases.

Next, in S5 of FIG. 7, it is determined by the driver whether or not there is a second downshift request operation. In the present embodiment, the second shift-down request operation is an operation in which the driver wants to restart power transmission at the speed change stage on the low speed side, and the driver moves the shift lever 14 or the paddle shift lever 16a from the N position. This is an operation to move to the "-" position. In this S5, the shift operation detection unit 22b determines whether or not the operation amount of the shift levers 14 and 16a has reached the second operation amount (see FIGS. 3B and 3C).

If it is determined that there is a second downshift request operation, the process proceeds to S6, and if it is determined that there is no second downshift request operation, the process proceeds to S10. In S10, it is determined whether or not a predetermined time has elapsed after the first shift-down request operation is performed (time t2 in FIG. 8). If the predetermined time has elapsed, the process proceeds to S11, and if not, the process returns to S5. Therefore, if the shift levers 14 and 16a are not operated after the first shift down request operation, the process of S5 → S10 → S5 is repeated for a predetermined time. In the present embodiment, 3 seconds is set as a predetermined time after the first shift down request operation.

Here, in the example shown in the time chart of FIG. 8, the shift lever is used as the second shift-down request operation at time t6 after the first shift-down request operation is performed at time t2 and before the predetermined time elapses. The operation of the second operation amount for moving 14 and 16a to the “−” position is being performed (shift down signal 2 = ON). As a result, the process in the flowchart shown in FIG. 7 proceeds from S5 to S6. In the following, the operation of the shift lever 14 or the paddle shift lever 16a from the N position to the "-" position (operation of the second operation amount from the M position) by the driver is referred to as "second shift down request operation". To tell.

In S6, it is determined whether or not the rotation speed of the engine 2 is equal to or higher than the predetermined rotation speed threshold value, and if the rotation speed is equal to or higher than the rotation speed threshold value, the process proceeds to S7. .. In the example shown in the time chart of FIG. 7, after the first shift-down request operation at time t2, the driver depresses the accelerator pedal (not shown) between times t4 and t5, so that the engine 2 is used. The rotation speed has been increased above the predetermined rotation speed threshold value, and the process has proceeded to S7.

In S7, the shift control unit 22a sends a control signal to the automatic transmission 6 to switch the shift stage of the automatic transmission 6 to the one-step low speed side. Further, the shift control unit 22a sends a control signal to the clutch 4 to connect the clutch 4 and restart the transmission of the driving force of the engine 2 as the second step of the manual rotation synchronization mode. In the example shown in FIG. 8, at time t7, the automatic transmission 6 is switched from the 3rd speed to the 2nd speed, and the clutch 4 is engaged in a state where the automatic transmission 6 is switched to the low speed side, and the driving force is increased. Communication has been resumed.

When the second shift-down request operation is performed at time t6 and the driver holds the shift levers 14 and 16a in the "-" position as they are, the ON signal of the shift-down signal 2 is continued (FIG. 8). Even in such a case, the automatic transmission 6 is switched from the 3rd speed to the 2nd speed based on the second shift down request operation (shift down signal 2 = ON) at time t6. The clutch 4 is engaged in a state where the automatic transmission 6 is switched to the low speed side, and the transmission of the driving force is restarted.

Next, in S8, it is determined whether or not the forward / backward acceleration of the vehicle 1 detected by the acceleration sensor 30 is equal to or higher than a predetermined acceleration threshold value when the automatic transmission 6 is switched. If the forward / backward acceleration is equal to or higher than the predetermined acceleration threshold value, the process proceeds to S9. On the other hand, if it is less than the predetermined acceleration threshold value, one process of the flowchart shown in FIG. 7 is terminated, and the shift down by the operation of the shift levers 14 and 16a is completed.

That is, as shown by the solid line in FIG. 8, when the driver appropriately operates the accelerator pedal (not shown) after the first shift-down request operation and the engine 2 has an appropriate rotation speed. The vehicle 1 runs smoothly even when the clutch 4 is engaged by the second shift-down request operation. In this case, after S8, one process of the flowchart shown in FIG. 7 is terminated as it is. In this way, the driver operates the shift levers 14 and 16a to the "N" position, then operates the accelerator pedal (not shown), and then operates the shift levers 14 and 16a to the "-" position. By shifting down and running the vehicle 1 smoothly, the driver can feel the feeling of operating the vehicle as if he were driving a manual vehicle, even in a vehicle equipped with an automatic transmission. ..

On the other hand, as shown by the alternate long and short dash line in FIG. 8, when the driver does not operate the accelerator pedal (not shown) after the first shift down request operation at time t2, the engine speed is low. Will remain. Therefore, when the clutch 4 is engaged by the second shift down request operation, the engine speed is significantly different from the speed corresponding to the second speed of the automatic transmission 6. In such a case, when the automatic transmission 6 is switched at time t7 and the clutch 4 is engaged, a shock is generated, which is detected by the acceleration sensor 30 as an acceleration fluctuation in the front-rear direction.

In S8 of FIG. 7, if it is determined that the acceleration fluctuation at the time of connecting the clutch 4 (time t7 in FIG. 6) is equal to or higher than a predetermined acceleration threshold value, the process proceeds to S9. In S9, the notification control unit 22c of the ECU 22 sends a signal to the display device 32 and the speaker 34, which are notification devices, to notify the driver that the shift operation is not appropriate, and once in the flowchart shown in FIG. End the process. In this way, the shift control unit 22a sends a signal to the display device 32 and the speaker 34 when the acceleration sensor 30 detects an acceleration fluctuation equal to or higher than a predetermined acceleration threshold value during the second shift down request operation, and shifts the gear. Notify the driver that the operation was inappropriate. As a result, the driver can recognize that a shock has occurred in the running of the vehicle 1 due to the improper shift operation of the driver, which can be useful for improving the driving skill.

Here, with reference to FIG. 9, the operation in the case of a modified example in which the operation amount with respect to the neutral position (M position) of the shift levers 14 and 16a is detected by one stroke sensor such as a linear sensor will be described. The time chart shown in FIG. 9 is the same as that of FIG. 8 except for the shift down signal, and only the points different from the time chart shown in FIG. 8 will be described here.
FIG. 9 shows a case where the stroke sensor outputs a shift down signal (voltage) that changes linearly with respect to the stroke amount of the shift lever 14 or the paddle shift lever 16a as a modification of the present embodiment. In this modification, the first shift-down request operation and the second shift-down request operation described above are detected by using the two shift-down signal thresholds 1 and 2 for such a shift-down signal. That is, as shown in FIG. 9, the shift operation detection unit 22b of the ECU 22 detects the time when the shift down signal exceeds the first threshold value (time t2) as the time when the first shift down request operation is performed. After that, the time when the shift down signal reaches the second threshold value (time t6) is detected as the time when the second shift down request operation is performed.

Next, with reference to FIG. 10, an example of a shift operation when shifting down the automatic transmission 6 from the third speed to the second speed in order to accelerate the vehicle 1 will be described.
First, in the example shown in FIG. 10, the first shift-down request operation is performed at time t11. As a result, the process in the flowchart shown in FIG. 7 proceeds from S3 to S4. In S4, the shift control unit 22a sends a signal to the clutch 4 to stop the transmission of the driving force as the first step of the manual rotation synchronization mode. Further, the shift control unit 22a sends a signal to the automatic transmission 6, and at time t12 in FIG. 10, the automatic transmission 6 is switched to neutral.

Next, in order to increase the rotation speed of the engine 2, the driver starts depressing the accelerator pedal (not shown) at time t13 and once depresses the accelerator pedal at time t14, as shown by the solid line in FIG. After loosening, depress the accelerator pedal again at time t15. Further, the driver performs a second shift-down request operation at time t16. As a result, the process in the flowchart shown in FIG. 7 proceeds from S5 to S6.

Further, since the driver is increasing the rotation speed of the engine 2, the process in the flowchart proceeds from S6 to S7. In S7, the shift control unit 22a sends a signal to the automatic transmission 6 to switch the shift stage of the automatic transmission 6 to the second speed stage. Further, the shift control unit 22a sends a signal to the clutch 4 as the second step of the manual rotation synchronization mode, connects the signal to restart the transmission of the driving force, and the shift is completed at the time t17 in FIG. At this time, since the rotation speed of the engine 2 is increased to the rotation speed corresponding to the second speed stage of the automatic transmission 6, the downshift is smoothly completed without causing a shock to the vehicle 1 (FIG. 7). S8 → return). Further, after the time t15, since the driver further depresses the accelerator pedal, the engine speed further increases, and the vehicle 1 accelerates accordingly.

On the other hand, in the example shown by the alternate long and short dash line in FIG. 10, the accelerator pedal (not shown) is depressed after the driver performs the first shift-down request operation (S3 → S4 in FIG. 7) at time t11. The second shift-down request operation is performed at time t16 (S5 → S6 in FIG. 7). In this case, at time t17, the engine speed when the automatic transmission 6 is switched to the second speed stage and the clutch 4 is engaged is larger than the rotation speed corresponding to the second speed stage of the automatic transmission 6. Since they are different, a shock occurs when the clutch 4 is connected. In this case, the acceleration detected by the acceleration sensor 30 is equal to or higher than the predetermined acceleration threshold value (S8 → S9 in FIG. 7), so that the driver is notified in S9 that the shift operation was inappropriate. ..

Next, with reference to FIG. 11, an example of the operation of the transmission system 20 when the driver makes a mistake in shifting operation will be described.
First, in the example shown in FIG. 11, at time t21, the driver depresses the brake pedal (not shown) to decelerate the vehicle 1. Next, at time t22, the first shift down request operation is performed. As a result, the process in the flowchart shown in FIG. 7 proceeds from S3 to S4. In S4, the shift control unit 22a sends a signal to the clutch 4 and the automatic transmission 6, and at the time t23 in FIG. 11, the automatic transmission 6 is switched to neutral. After S4, the process in the flowchart shown in FIG. 7 repeats the process of S5 → S10 → S5 and waits for the second shift-down request operation by the driver.

On the other hand, the driver depresses the accelerator pedal (not shown) at times t24 to t25 in order to increase the engine speed to increase the engine speed, but the second shift-down request operation is performed. Have not done. For example, as shown by the shift down signal shown in case 1 in FIG. 11, the driver holds the shift levers 14 and 16a in the N position to maintain the power disconnection, but originally, the second At time t26, which is the timing when the shift down request operation (operation to the "-" position) should be performed to restart the power connection, the operation to the "-" position is not performed (shift down signal 2 = OFF), and N The holding of the position has been released (shift down signal 1 = OFF). Further, for example, in case 2, the driver releases the holding of the N position during air blowing at time t25, and in case 3, the driver keeps holding the N position but does not operate the "-" position. In such a case, the process in the flowchart of FIG. 7 shifts to S11 at the time t26 when the predetermined time elapses after the first shift down request operation is performed at the time t22.

In S11, the shift control unit 22a of the ECU 22 selects an appropriate shift stage based on the vehicle speed and the engine speed detected by the vehicle speed sensor 26, and automatically switches the automatic transmission 6 to the selected shift stage. Further, in S11, the shift control unit 22a sends a control signal to the clutch 4, connects the clutch 4, and restarts the transmission of the driving force of the engine 2. In the example shown in FIG. 11, since the driver increases the rotation speed of the engine 2 at times t24 to t25, the second speed stage is selected by the shift control unit 22a, and at time t26, the automatic transmission 6 is in second speed. The stage is switched, the clutch 4 is engaged, and the transmission of the driving force is resumed. In this way, if the second shift-down request operation is not detected within a predetermined time after the first shift-down request operation is detected, the shift control unit 22a automatically selects the shift stage and automatically. Switch the transmission 6.

As a result, it is possible to prevent the vehicle 1 from traveling for a long time in a state where the automatic transmission 6 is switched to neutral. Further, the shift control unit 22a automatically selects a shift stage based on the vehicle speed and the engine speed. It should be noted that the present invention may be configured so that the shift stage is selected based on only one of the vehicle speed and the engine speed.

Further, as a modification, the present invention is configured so that the display device 32 and the speaker 34 notify the driver that the second shift-down request operation has not been performed after S11 in the flowchart of FIG. 7. You can also do it. In the example shown in FIG. 11, since the engine speed at time t26 is high, the second speed stage is selected by the shift control unit 22a, but the first speed depends on the vehicle speed and the engine speed after a predetermined time has elapsed. The shift stage before the shift down request operation is maintained, or another shift stage is selected.

Next, with reference to FIG. 12, an example of the operation of the transmission system 20 when the driver's operation is inappropriate and the engine speed is extremely lowered will be described.
First, in the example shown in FIG. 12, at time t31, the driver depresses the brake pedal (not shown) to decelerate the vehicle 1. Next, at time t32, the first shift down request operation is performed. As a result, the process in the flowchart shown in FIG. 7 proceeds from S3 to S4. In S4, the shift control unit 22a sends a signal to the clutch 4 and the automatic transmission 6, and at the time t33 in FIG. 12, the automatic transmission 6 is switched to neutral.

Here, in the example shown in FIG. 12, the driver does not depress the accelerator pedal (not shown) after performing the first shift down request operation. Further, in the example shown in FIG. 12, the rotation speed of the engine 2 is extremely low because the driver depresses the brake pedal (not shown) strongly.

Next, when the second shift-down request operation is performed at time t34, the processing in the flowchart shown in FIG. 7 proceeds from S5 to S6. In S6, it is determined whether or not the engine rotation speed is equal to or higher than a predetermined rotation speed threshold value. In the example shown in FIG. 12, since the rotation speed of the engine 2 is extremely lowered at the time t34 and is less than the predetermined rotation speed threshold value, the processing in the flowchart shifts to S12.

In S12, the shift control unit 22a does not execute the shift, switches the automatic transmission 6 from the neutral state to the shift stage (third speed stage in the example of FIG. 12) at the time of the first shift down request operation, and further, the clutch. 4 is connected and the transmission of the driving force is restarted. That is, in the example shown in FIG. 12, the shift control unit 22a does not execute the shift down even though the second shift down request operation is performed, and the shift stage of the automatic transmission 6 is shifted to the first shift. It is maintained at the shift stage at the time when the down request operation is performed. This is because the engine speed at the time when the second shift-down request operation is performed is extremely low, and the engine 2 may stop if the shift-down is performed according to the driver's operation. Therefore, if the engine speed at the time when the second shift-down request operation is performed is less than the predetermined speed threshold value, the shift to the low speed side is not executed, and the first shift-down request operation is performed. The shift stage at the time of detection is maintained. As a result, it is possible to avoid the engine stop due to the driver's improper shifting operation.

Next, in S13, the notification control unit 22c of the ECU 22 sends a signal to the display device 32 and the speaker 34, and notifies the driver that the shift has not been executed because the engine speed has fallen below the engine speed at which downshifting is possible. , One process of the flowchart shown in FIG. 7 is completed. As described above, when the shift control unit 22a maintains the shift stage at the time when the first shift down request operation is detected, the shift control unit 22a sends a signal to the notification control unit 22c to indicate that the shift operation is inappropriate. Notify the driver. As a result, the driver can recognize that his / her shifting operation is inappropriate, which can be useful for improving the driving skill.

Next, the main functions and effects of the transmission system according to the embodiment of the present invention will be described.
According to the transmission system 20 of the embodiment of the present invention, the operation amount of the shift operation of the shift levers 14 and 16a by the driver is a predetermined first operation amount (FIGS. 3B, 3C, 7). When it is detected that the time t2 etc. has been reached, the control signal is sent to the clutch 4, which is the disconnection / disconnection mechanism of the power transmission system, and the first step of stopping the transmission of the driving force and the operation amount of the shifting operation are changed. When it is detected that a predetermined second operation amount (FIG. 3 (b), FIG. 3 (c), time t2 in FIG. 7 and the like) larger than the first operation amount is reached, a control signal is sent to the clutch 4. The second step of resuming the transmission of the driving force with the feed and the transmission 6 switched to the low speed side completes the switching of the transmission 6 to the low speed side. At this time, between the execution of the first step in which the transmission of the driving force is stopped and the execution of the second step in which the transmission of the driving force is resumed, the driver himself determines the rotation speed of the engine 2. The accelerator pedal or the like can be operated (solid line in FIG. 7, time t4 to t5, etc.) in order to match the rotation speed of the transmission on the low speed side. As a result, the driver can feel the feeling of operating the vehicle more, and can also feel the pleasure of improving the manual driving skill.

Further, according to the transmission system 20 of the present embodiment, there is an operation reaction force generator 18 that applies a predetermined operation reaction force (FIG. 4) to the shift operation amount of the driver's shift levers 14 and 16a. In the operation reaction force generator 18, the driver operates the first operation amount with respect to the operation force when the driver holds the shift operation unit at the operation position (N position shown in FIG. 3) of the first operation amount. The shift lever so that the operating force when starting to operate the shift levers 14 and 16a from the position (N position shown in FIG. 3) to the operating position of the second operation amount (“-” position shown in FIG. 3) becomes large. An operation reaction force is applied to 14 and 16a. With such a configuration, in the present embodiment, after the operation of cutting the driving force by the driver (operation to the first operation amount position and holding at the first operation amount position) and the operation of adjusting the engine speed by the driver. The shift operation and the restart operation of the transmission of the driving force (the shift operation from the held first operation amount position to the second operation amount position) are appropriately distinguished and felt, thereby making it more accurate. Each operation can be performed.

Further, according to the transmission system 20 of the present embodiment, the shift operation detection unit 22b can detect the operation amount of the shift levers 14 and 16a by the driver as the first operation amount and the second operation amount, respectively. Since the signals of the one position sensor or the signals of the first stroke sensor and the second stroke sensor that can detect the first operation amount and the second operation amount are detected, the operation amount of the shifting operation can be detected more reliably.

Further, according to the transmission system 20 of the present embodiment, the shift mode setting operation unit 14a moves to the low speed side of the transmission only by operating the manual rotation synchronization mode and the operation of the first operation amount or the second operation amount. Since it is possible to select an automatic rotation synchronization mode in which shifting is completed, the driver wants to shift down quickly and accurately at the timing of his / her own will, or he / she wants to shift down without performing complicated operations. We can also meet your needs.

Further, according to the transmission system 20 of the present embodiment, the shift control unit 22a has a manual rotation synchronization mode when a predetermined road surface condition is detected by the gradient sensor 28 (NO in S2 of FIG. 6). Even if it is selected, the automatic rotation synchronization mode is executed, so that the driving force is executed from the execution of the first step of disconnecting the driving force to the execution of the second step of reconnecting the driving force. It is possible to avoid a dangerous situation caused by the suspension of transmission. For example, on steep roads, the vehicle may unintentionally accelerate during the driving force cut, or on low μ roads, unstable vehicle behavior due to no driving force being applied to the road surface. However, according to the present embodiment, such a situation can be avoided.

Further, according to the transmission system 20 of the present embodiment, the shift control unit 22a does not detect the shift operation of the second operation amount within a predetermined time after the shift operation of the first operation amount is detected (FIG. FIG. In S10 of 6), the shift stage is automatically selected based on the vehicle speed or the engine speed (S11 in FIG. 6), so that the transmission of the driving force is stopped by the execution of the first step. While avoiding the vehicle from traveling for a long time, it is possible to select an appropriate shift stage according to the traveling condition of the vehicle.

Further, according to the transmission system 20 of the present embodiment, the shift control unit 22a has a predetermined rotation speed threshold at the time when the shift control unit 22a detects the shift operation of the second operation amount during the execution of the manual rotation synchronization mode. If it is less than (NO in S6 of FIG. 6), the shift to the low speed side is not executed, and the shift stage at the time when the shift operation of the first operation amount is detected is maintained (S12 of FIG. 6). It is possible to prevent unexpected engine stoppage and excessive shock due to shifting to the low speed side when the engine speed is low. For example, when the transmission of the driving force is restarted in a state where the engine speed has dropped to the idling speed, if the disconnection mechanism 4 is connected at the speed change stage on the low speed side, the engine 2 is expected to receive resistance from the power transmission system. It stops without stopping or excessive shock occurs, but such a state can be avoided.

Further, according to the transmission system 20 of the present embodiment, when the engine speed is low when the shift operation of the second operation amount is performed and the shift stage is maintained, the display device 32 which is a notification device and the display device 32 Since it is notified by the speaker 34 (S13 in FIG. 6), the driver can recognize that his / her shifting operation was inappropriate. Further, by notifying the maintenance of the shift stage, it is possible to prevent the driver from giving a misunderstanding that the shift has not been executed even though the shift operation has been performed.

Further, according to the transmission system 20 of the present embodiment, when the acceleration fluctuation of a predetermined value or more is detected during the execution of the second step (YES in S8 of FIG. 6), the shift operation is inappropriate. Is notified (S9 in FIG. 6), so that the driver can objectively recognize the suitability of his / her own shifting operation, which can be useful for improving the driving skill. That is, when the transmission of the driving force is restarted at an inappropriate engine speed, a shock is generated due to the difference between the engine speed and the speed on the transmission side, and the vehicle accelerates. It is possible to notify the appropriateness of the shift operation based on such acceleration fluctuations.

Although the preferred embodiment of the present invention has been described above, various modifications can be made to the above-described embodiment. In particular, in the above-described embodiment, the transmission is provided with an automatic transmission that switches a gear that transmits power by engaging and disengaging a built-in clutch and a brake. On the other hand, as a modification, a dual clutch transmission (DCT) that enables seamless shifting with two clutches, a seamless transmission that temporarily engages two sets of gears at the same time to shift up, etc. The present invention can be applied to a transmission system provided with various types of transmissions.

Further, in the above-described embodiment, the stop of the driving force transmission in the first step of the manual rotation synchronization mode and the restart of the driving force transmission in the second step are disconnection mechanisms provided separately from the automatic transmission. It is being executed by the clutch. On the other hand, as a modification, the present invention can be configured to stop and restart the driving force transmission by the disconnection / disconnection mechanism provided inside the transmission. Further, the present invention can also be applied to a transmission system provided with a power transmission system having no disconnection mechanism outside the transmission.

1 Vehicle 2 Engine 4 Clutch (disconnection mechanism)
6 Automatic transmission (transmission)
6a Shift clutch 8 Propeller shaft 10 Drive shaft 12 Wheel 14 Shift lever (shift operation unit)
14a Shift mode setting operation unit 16 Steering wheel 16a, 16b Paddle shift lever (shift operation unit)
18 Operation reaction force generation mechanism (operation reaction force generation device)
20 Transmission system 22 ECU
22a Shift control unit 22b Shift operation detection unit 22c Notification control unit 24 Accelerator opening sensor 26 Vehicle speed sensor 28 Gradient sensor (road surface condition sensor)
30 Accelerometer 32 Display device (notification device)
34 Speaker (notification device)

Claims (9)

A transmission system that executes shifting based on the driver's shifting operation.
A power transmission system that transmits the driving force of the engine to the wheels, including a power transmission / disconnection mechanism and a transmission, and a power transmission system.
The speed change operation unit where the driver performs the shift operation, and
A shift operation detection unit that detects the operation amount of the shift operation of the shift operation unit by the driver, and a shift operation detection unit.
Based on the shift operation amount detected by the shift operation detection unit, the shift control unit has a shift control unit that executes the shift of the transmission and the disconnection / disconnection of the driving force by the disconnection / disconnection mechanism.
The shift control unit is configured to be able to execute the manual rotation synchronization mode.
The above manual rotation synchronization mode is
When the shift operation detection unit detects that the operation amount of the shift operation of the shift operation unit has reached a predetermined first operation amount, a control signal is sent to the disconnection / disconnection mechanism of the power transmission system to generate the driving force. The first step to stop the transmission and
When the shift operation detection unit detects that the operation amount of the shift operation of the shift operation unit has reached a predetermined second operation amount larger than the first operation amount, a control signal is sent to the disconnection / disconnection mechanism. , A transmission system comprising: a second step of resuming transmission of driving force in a state where the transmission is switched to the low speed side. Further, it has an operation reaction force generating device that applies a predetermined operation reaction force to the shift operation amount of the driver of the shift operation unit.
In the operation reaction force generating device, the driver holds the speed change operation unit at the operation position of the first operation amount with respect to the operation force when the driver holds the speed change operation unit at the operation position of the first operation amount. The transmission system according to claim 1, wherein an operation reaction force is applied to the shift operation unit so that the operation force when starting to operate the shift operation unit toward the operation position of the operation amount is increased. The shift operation detection unit is a signal of two position sensors capable of detecting the operation amount of the shift operation of the shift operation unit, the first operation amount and the second operation amount, respectively, or the first operation amount. The transmission system according to claim 1 or 2, wherein the second operation amount is detected based on a signal of one stroke sensor capable of detecting the second operation amount. Further, it has a shift mode setting operation unit, and by this shift mode setting operation unit, the manual rotation synchronization mode and the operation of the first operation amount or the operation of the second operation amount are performed to move to the low speed side of the transmission. The transmission system according to any one of claims 1 to 3, wherein the automatic rotation synchronization mode in which the gear shifting is completed can be selected. The speed change control unit executes the automatic rotation synchronization mode even when the manual rotation synchronization mode is selected when a predetermined road surface condition is detected by the road surface condition sensor. 4. The transmission system according to 4. If the shift operation of the second operation amount is not detected within a predetermined time after the shift operation of the first operation amount is detected, the shift control unit may perform the shift stage based on the vehicle speed or the engine speed. The transmission system according to any one of claims 1 to 5, wherein the transmission system is automatically selected. If the engine speed is less than the predetermined speed threshold when the speed change operation of the second operation amount is detected during the execution of the manual rotation synchronization mode, the speed change control unit shifts to the low speed side. The transmission system according to any one of claims 1 to 6, wherein the shift stage is maintained at the time when the shift operation of the first operation amount is detected without executing the above-mentioned. Further, it has a notification device and a notification control unit, and when the notification control unit maintains the shift stage at the time when the shift operation of the first operation amount is detected, the notification control unit sends a signal to the notification device to shift the speed. The transmission system according to claim 7, which notifies the driver that the operation was inappropriate. Further, it has an acceleration sensor, a notification device, and a notification control unit, and the notification control unit notifies the notification when an acceleration fluctuation of a predetermined acceleration threshold value or more is detected by the acceleration sensor during the execution of the second step. The transmission system according to any one of claims 1 to 8, wherein a signal is sent to the device to notify the driver that the speed change operation is inappropriate.

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