JP4014041B2 - Gear-type transmission control device and gear-type transmission control method - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a gear-type transmission control device, a control method, and an automobile, and more particularly to a parking lock that locks a vehicle when the vehicle is parked and a method thereof.
[0002]
[Prior art]
A conventional parking lock device for a gear-type transmission is disclosed in, for example, Patent Document 1 below. According to the description in Patent Document 1, a lock lever that engages with the parking gear when the engine is stopped and that disengages from the parking gear when the engine is operating, and an actuator that operates the lock lever are provided. Provided with a locking mechanism and a control means for operating this locking mechanism, so that when the engine is off, the locking mechanism is activated to automatically prevent the parking gear from rotating, and the side brake is operated to the parking position. Even if the vehicle is uncertain, the vehicle is prevented from starting to move against the intention.
[0003]
[Patent Document 1]
JP-A-9-295561
[0004]
[Problems to be solved by the invention]
However, in the gear type transmission, since it is necessary to newly provide a parking lock device for locking the vehicle at the time of parking as described above as a separate component, the configuration of the transmission becomes complicated and the weight increases. There is a problem of doing.
[0005]
SUMMARY OF THE INVENTION An object of the present invention is to provide a gear-type transmission control device, control method, and automobile capable of locking a vehicle using existing components without providing a parking lock device as a separate component. There is.
[0006]
[Means for Solving the Problems]
(1) In order to achieve the above object, according to the present invention, power is transmitted from a prime mover via a first friction clutch, and a plurality of gear trains are provided between an input shaft and an output shaft. A gear-type transmission in which a second friction clutch is provided in the gear train and a meshing clutch is provided in the other gear train, and the power from the prime mover is transmitted to the drive shaft via the second friction clutch during the shift. In the gear-type transmission control device to be operated, a shift speed determination means for determining a predetermined shift speed formed by engagement of a meshing clutch of the gear transmission, and a stop request detection means for detecting the presence or absence of a brake operation by the occupant , Comprising an output shaft rotational speed detecting means for detecting an output shaft rotational speed of the gear type transmission, wherein the shift speed determining means determines that a predetermined speed is formed, and the output of the output shaft rotational speed detecting means is output Shaft rotation speed is a predetermined rotation Indicates that less and upon receipt of a stop request from the stop request detecting means, When starting the engagement operation of the second friction clutch, the fastening force of the second friction clutch is gradually increased. It is what I did.
[0007]
(2) To achieve the above object, according to the present invention, power is transmitted from a prime mover via a first friction clutch, and a plurality of gear trains are provided between an input shaft and an output shaft, and at least one gear train is provided. A gear-type transmission in which a second friction clutch is provided in the gear train and a meshing clutch is provided in the other gear train, and the power from the prime mover is transmitted to the drive shaft via the second friction clutch during the shift. In the control method of the gear type transmission, the predetermined gear stage formed by the engagement of the meshing clutch of the gear type transmission is determined, the presence or absence of the brake operation of the occupant is detected, and the output shaft rotational speed of the gear type transmission is detected. Is detected, the gear-type transmission forms a predetermined gear stage, the output shaft speed of the gear-type transmission is equal to or lower than the predetermined speed, and there is a stop request by the passenger's brake , Number 2. The engagement operation of the friction clutch 2 is started. Gradually increase the fastening force of the second friction clutch. It is what I did.
[0008]
In the above (1) and (2), by using the existing parts to make the double meshing state in the gear transmission, the existing parts can be used without providing the parking lock device as a separate component. It becomes possible to lock the wheel.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a control device and a control method for an automatic transmission according to an embodiment of the present invention will be described with reference to FIGS. FIG. 1A is a block diagram showing the overall configuration of a gear-type transmission control device.
[0010]
Torque generated by the prime mover 1 is input to the transmission 6 via a first friction clutch 2 (referred to as a starting clutch). The transmission 6 includes a gear-type transmission mechanism 5 including a plurality of gear trains and shafts, a meshing clutch 3 that switches a power transmission path of the gear train, and a second friction clutch 4 (assist Clutch). The gear-type transmission mechanism 5 includes an input shaft (for example, 103 in FIG. 2), a counter shaft (120) and an output shaft (104), and a gear train that is attached to each shaft and is in a predetermined constant meshing state. The gear trains (113, 114, 115, 116, 141, 142) on the shaft (104) are rotatably mounted on the output shaft (104), respectively. The gear-type transmission mechanism 5 is subjected to an operation in which a predetermined gear of a plurality of gear trains (113, 114, 115, 116, 141, 142) is rotated in synchronization with the output shaft (104) by the mesh clutch 3. As a result, a predetermined gear ratio is set in the gear transmission 5. The gear change by the meshing clutch 3 will be described later with reference to FIG.
[0011]
Here, in the conventional automatic MT, the first friction clutch 2 is released at the time of shifting, and the power transmission from the prime mover 1 is temporarily interrupted. During this time, the gear clutch 3 is operated by a shift / select actuator 8 that hydraulically or electrically drives the mesh clutch 3 to select a predetermined gear stage, and then the first friction clutch 2 is engaged again. The shift is completed. In such a shift operation, a torque interruption occurs during the shift, giving the passenger a sense of incongruity. However, in the transmission shown in FIG. 1, the pressing force is controlled by an assist actuator 7 that is hydraulically or electrically driven in a state where the first friction clutch 2 is engaged, and the second friction clutch 4 is engaged. I will let you. Therefore, torque is transmitted to the output shaft by the second friction clutch 4, so that torque interruption during the shift is suppressed and a good shift characteristic is realized (see FIG. 1B). Here, a predetermined gear is connected to the second friction clutch 4, and a predetermined gear ratio is set in the gear-type transmission mechanism 5 by engaging the second friction clutch 4.
[0012]
The parking request detection means 9 detects the intention of the driver to park the vehicle. In addition, the driver may detect an intention to start the prime mover 1 from a stopped state. An example is an inhibitor switch signal that is output in conjunction with a shift lever provided in the driver's seat. This will be described later using FIGS. 7A and 7B. The control device 10 opens the throttle for controlling the rotational speed of each shaft constituting the gear-type transmission mechanism 5, the input shaft Ni, the output shaft rotational speed No, the rotational speed Ne of the prime mover 1, and the torque output from the prime mover 1. This is a microcomputer in which a basic program that receives a signal such as TVO and inputs a shift operation based on these signals and a program that realizes parking lock are incorporated. When the parking request detection means 9 detects the driver's parking request, the control device 10 is configured to use the assist actuator 7 and the shift / select to engage the second friction clutch 4 and the meshing clutch 3 simultaneously. Actuator 8 is operated. Thereby, in the gear-type transmission mechanism 5, two different gear trains are engaged at the same time, that is, double engagement occurs, and the wheel can be locked.
[0013]
By adopting the configuration as described above, it becomes possible to realize the parking lock of the vehicle using existing parts without adding new parts, and to simplify the configuration of the transmission. It is possible to reduce the weight.
[0014]
Next, the gear type transmission mechanism of the automatic transmission according to the present embodiment will be described with reference to FIG. FIG. 2 is a schematic diagram showing a configuration of a gear-type transmission mechanism, and is a schematic diagram of a so-called FR type transmission mechanism in which driving wheels are rear wheels. A prime mover 101, a first friction clutch 102, an input shaft 103 of the gear-type transmission mechanism 5 that also serves as an output shaft of the first friction clutch 102, an output shaft 104 arranged coaxially with the input shaft 103, and an output shaft 104 The gear-type speed change mechanism 5 has a first speed, a second speed, a third speed, a fourth speed, a fifth speed, and a reverse gear driven on the output shaft 104. Gears 113, 114, 115, 116, 141, and 142 are rotatably provided, and a counter shaft 120 is arranged in parallel to the output shaft 104, and the driven gears 113, 114, 115, 116, 141, and 142 are provided there. First gear, second gear, third gear, fourth gear, fifth gear and reverse drive gears 121, 122, 123, 124, 143 and 144 are integrally provided. There is a. Similarly, idle gears 145 and 146 are integrally provided on the idle shaft 147 arranged in parallel. The idle gear 145 includes the reverse drive gear 144 and the idle gear 146 includes the reverse gear. It always meshes with the driven gear 142 of the step.
[0015]
The two driven gears 113 and 114 adjacent to each other are selectively engaged with the output shaft 104 by a first-speed-second-speed meshing clutch 125 having a sleeve 125a, a synchronizer ring 125b, a gear spline 125c, and a clutch hub 125d. Match. Similarly, the driven gears 115 and 116 are selectively engaged with the output shaft 104 by a third speed-fourth speed meshing clutch 117 having a sleeve 117a, a synchronizer ring 117b, a gear spline 117c, and a clutch hub 117d. Further, the driven gears 141 and 142 are selectively engaged with the output shaft 104 by a fifth gear-reverse gear meshing clutch 140 having a sleeve 140a, a synchronizer ring 140b, a gear spline 140c and a clutch hub 140d. It comes to match.
[0016]
As a result, the first speed-second speed meshing clutch 125 is actuated to the driven gear 113 side by the speed change operation mechanism and coupled to the output shaft 104, whereby the rotation of the input shaft 103 is most caused by the gears 113, 121. Decelerated and transmitted to the output shaft 104 to obtain the first speed. Similarly, the first speed-second speed meshing clutch 125 is coupled to the driven gear 114 and the second speed is coupled to the third gear-fourth speed meshing clutch 117 on the driven gear 115 or 116 side. The third speed or the fourth speed is obtained, and the fifth speed-reverse gear meshing clutch 140 is coupled to the driven gear 141 or 142 side to obtain the fifth speed or the reverse gear.
[0017]
Further, the second friction clutch 4 is provided on the output shaft 104 in order to suppress torque interruption during gear shifting. As the second friction clutch 4, a wet multi-plate clutch is used. When the pressing force of the clutch is increased, the assist drive gear 119 provided on the counter shaft 120 is changed to the assist provided on the output shaft 104. Power is transmitted to the output shaft 104 via the driven gear 118. Further, the gear ratio of the assist drive gear 119 and the driven gear 118 is set to be equivalent to 3.5 speed, and the 1-2 shift, 2-3 shift, 3-2 shift, 2 with a large shift shock due to the torque interruption. In the -1 shift, the second friction clutch 4 is operated to reduce the shift shock.
[0018]
Here, either one of the meshing clutches 125, 117, or 140 is engaged to form a predetermined gear stage, and the second friction clutch 4 is engaged to achieve double meshing in the gear transmission. As a result, it becomes possible to lock the wheels. Thereby, it becomes possible to implement | achieve the parking lock of a vehicle, without adding a new component. Further, the structure of the transmission can be simplified and the weight can be reduced.
[0019]
FIG. 3 is a schematic diagram showing a configuration of a gear-type transmission mechanism, and is a schematic diagram of a so-called FF transmission mechanism in which a drive wheel is a front wheel. In the case of the FF system, the prime mover 101 and the gear-type transmission mechanism 5 are laid out horizontally in the engine room with respect to the traveling direction of the vehicle. Therefore, since the mounting space is more limited than in the FR method, the third friction state is formed by attaching the second friction clutch to the gear train of the third speed gear and completely engaging the second friction clutch. As a result, it is possible to omit the gear train corresponding to the 3.5th speed and the 3rd speed synchronizer ring, and to save the space of the transmission configuration. Specifically, the motor 501, the first friction clutch 502, the input shaft 503 of the gear-type transmission mechanism 5 that also serves as the output shaft of the first friction clutch 502, the input shaft 503 have the first speed, the second speed, Fourth-speed and fifth-speed drive gears 506, 507, 508 and 509 are rotatably provided, and an output shaft 504 is arranged in parallel to the input shaft 503, and the drive gears 506, 507, 508 and 509 are arranged there. The first gear, the second gear, the fourth gear, and the fifth gear driven gears 511, 512, 513, and 514 are integrally provided.
[0020]
The two adjacent drive gears 506 and 507 are selectively connected to the input shaft 503 by a first-speed-second-speed meshing clutch 516 having a known configuration including a sleeve 516a, a synchronizer ring 516b, a gear spline 516c, and a clutch hub 516d. Engage with. Similarly, the drive gears 508 and 509 are selectively engaged with the input shaft 503 by a fourth-speed to fifth-speed meshing clutch 517 having a structure including a sleeve 517a, a synchronizer ring 517b, a gear spline 517c, and a clutch hub 517d. Further, a reverse gear (not shown) is selectively engaged with the input shaft 503 by a reverse gear clutch. Accordingly, the first speed-second speed meshing clutch 516 is operated to the drive gear 506 side by the speed change operation mechanism and coupled to the input shaft 503, so that the rotation of the input shaft 503 is caused most by the gears 506, 511. Decelerated and transmitted to the output shaft 504 to obtain the first speed. Similarly, the first speed-second speed meshing clutch 516 is coupled to the drive gear 507 and the second speed is coupled to the fourth gear-fifth speed meshing clutch 517 on the drive gear 508 or 509 side. The fourth speed or the fifth speed is obtained, and a reverse gear meshing clutch (not shown) is coupled to the reverse gear drive gear to obtain the reverse gear.
[0021]
A drive gear 510 is rotatably provided on the input shaft 503. The second friction clutch 505 is joined to the drive gear 510. When the pressing force is increased, power is transmitted to the output shaft 504 via the driven gear 515, as described in FIG. In addition, it is possible to suppress torque interruption during gear shifting. Further, by fully engaging the second friction clutch 505, the third speed can be obtained, and two functions of a torque assist function and a third speed steady running can be realized. The output shaft 504 has a drive gear 520 that always meshes with the ring gear 521 of the differential device 522, transmits power to the left and right axle shafts 523 through the differential device 522, and drives the front wheels of the vehicle. Here, the meshing clutches 516, 517 or the reverse meshing clutch (not shown) is engaged to form a predetermined gear, and the second friction clutch 505 is engaged to It is possible to lock the wheels by causing double engagement in the transmission. As a result, the parking lock of the vehicle can be realized without adding a new part such as a parking gear even in the FF method requiring space saving.
[0022]
Next, with reference to FIG. 4 and FIG. 5, the speed change operation mechanism for selecting a gear train by the operation of the meshing clutch of the gear type speed change mechanism according to the present embodiment will be described. FIG. 4 is a perspective view of a speed change operation mechanism used in the gear type transmission. As shown in FIG. 4, there is provided a shift-and-select shaft 30 that is moved in the axial direction during selection and rotated during shift. The shift and select shaft 30 is selectively engaged with a first speed / second speed shift yoke 32, a third speed / fourth speed shift yoke 34, and a fifth speed / reverse shift yoke 36 as each speed shift yoke. A shift and select lever 38 is provided. The first speed / second speed shift yoke 32 is formed with a first speed / second speed engagement groove 32c for engaging the shift and select lever 38 with a first speed engagement piece 32a and a second speed engagement piece 32b. The third speed / fourth speed shift yoke 34 is formed with a third speed / fourth speed engagement groove 34c for engaging the shift and select lever 38 with a third speed engagement piece 34a and a fourth speed engagement piece 34b. The 5-speed / reverse shift yoke 36 is formed with a 5-speed / reverse engagement groove 36c for engaging the shift-and-select lever 38 with a 5-speed engagement piece 36a and a reverse engagement piece 36b.
[0023]
The first-speed / second-speed shift yoke 32, the third-speed / four-speed shift yoke 34, the fifth-speed / reverse shift yoke 36 are a low-speed side shift shaft 40, a high-speed side shift shaft 42, and a high-speed side. The shift shaft 44 is fixed. A low-speed fork 131 that engages with the sleeve 125 a is fixed to the low-speed shift shaft 40. A high speed side fork 132 that engages with the sleeve 117 a is fixed to the high speed side shift shaft 42. A similar maximum speed fork (not shown) is fixed to the maximum speed shift shaft 44. The shift and select shaft 30 is driven by a selection actuator 19 that moves in the axial direction, which will be described later with reference to FIG. 5, and a shift actuator 20 that rotates. By moving the sleeve and the hub adjacent to the sleeve in this way, the predetermined meshing clutch can be released.
[0024]
FIG. 5 is a block diagram showing the configuration of the shift / select actuator used in the gear transmission according to the first embodiment of the present invention. The hydraulic power source 15 is mainly composed of an electric pump 11, a reservoir tank 12, and an accumulator 13. The hydraulic pressure generated by the electric pump 11 is accumulated by the accumulator 13, and this hydraulic pressure becomes the base pressure. Here, a hydraulic pressure sensor 14 is provided in the base pressure pipe, and the start / stop of the electric pump 11 is controlled by the control means 10 using a signal of the hydraulic pressure sensor. The selection actuator 19 for moving the shift and select shaft 30 in the axial direction is operated by a selection solenoid 18 connected to the hydraulic power source 30. The selection solenoid 18 uses a proportional electromagnetic flow control valve, and the shift and selection is performed by PWM control of the microphone computer with the detection value of a stroke sensor (not shown) connected to the selection actuator 19 as an input. The shaft 30 can be moved in the axial direction.
[0025]
On the other hand, the shift actuator 20 that rotates the shift and select shaft 30 is operated by shift solenoids 16 and 17 connected to the hydraulic power source 30. A proportional electromagnetic pressure control valve is used for the solenoid, and the shift-and-select shaft 30 is controlled by PWM control of the microphone computer with a detection value of a stroke sensor (not shown) connected to the shift actuator 20 as an input. It can be moved in the axial direction. With the configuration as described above, the meshing clutch can be selectively engaged to form a predetermined shift speed.
[0026]
Next, the operation of the second friction clutch of the gear transmission according to the present embodiment will be described with reference to FIG. Fig.6 (a) is a fragmentary sectional view which shows the structure of the 2nd friction clutch used for a gear type transmission. As shown in the drawing, a wet multi-plate clutch is used for the second friction clutch. The assist solenoid 29 generates hydraulic pressure based on a command signal from the control device 10. The solenoid 29 uses a proportional electromagnetic pressure control valve, and can generate a hydraulic pressure proportional to the current flowing in the coil. Due to this hydraulic pressure, the clutch piston 25 moves against the spring 24, and the drive side plate 23 (rotates in synchronization with the outer drum in the figure) is driven in synchronization with the driven side plate 27 (in the figure, the output shaft 104). To rotate) and transmit power. The driven side plate 27, the member 28, and the output shaft 104 rotate as a unit. The solenoid 29 corresponds to the assist actuator 7 described in FIG.
[0027]
The assist driven gear 118 is fixed to the drive side drum 22 and is idled with respect to the output shaft 104, and torque is transmitted from the assist driven gear 118 to the output shaft 104 by the engagement of the second friction clutch 4. Here, when the clutch is completely engaged, the assist driven gear 118 and the output shaft 104 are rotated in the same direction, and the gear type speed change mechanism is set to a predetermined speed ratio (the third speed state in FIG. 4) using the second friction clutch. It can be.
[0028]
Next, with reference to FIGS. 7A and 7B, an example of the parking request detection means 9 used in the control device for the gear transmission according to the present embodiment will be described. FIG. 7A is an external view of a select lever used as the parking request means 9. FIG. 7B is a schematic diagram of an inhibitor switch used as the parking request detection means 9. The select lever shown in FIG. 7A is provided with a P range in addition to the R range, the N range, and the D range. When the driver stops the engine and parks the vehicle, he operates the select lever to the P range. Similarly, when the engine is started from a stopped state, the select lever is operated to the P range. In conjunction with this select lever operation, the signal of the inhibitor switch 50 shown in FIG. 9 is generated. In the inhibitor switch 50 shown in FIG. 7B, the output corresponding to each range is input to the control device 10, and when the select lever is not selected, the Hi level signal is selected by the select lever. In this case, a Lo level signal is input.
[0029]
With such a configuration, it is detected that the driver is requesting parking or when the engine is started, and the control device 10 executes processing to lock the vehicle. The parking request detecting means 9 can be replaced by a dedicated parking switch provided in the passenger compartment or a touch panel operation of the monitor of the navigation system without using the mechanical hardware as described above. . In other words, a parking switch or the like may be provided instead of the configuration of FIG.
[0030]
Next, a control method for the gear transmission according to the present embodiment will be described with reference to FIGS. 8 and 9. FIG. 8A is a flowchart showing a control method by the gear-type transmission control device, and is a flowchart in a state where the prime mover is driven. The processing content shown in the flowchart of FIG. 8A is a program incorporated in the microcomputer of the control device 10 shown in FIG.
[0031]
In step S1 of FIG. 8A, the signal of the inhibitor switch 50 shown in FIG. 7B is read. Next, in step S2, it is determined whether or not the signal from the inhibitor switch 50 is in the P range indicating the driver's parking request. In the case of the P range, the process proceeds to step S3, and in other cases, the parking lock control process is terminated. Next, in step S3, a signal from the vehicle speed sensor is read. Next, in step S4, it is determined whether or not the read vehicle speed is zero, that is, whether or not the vehicle is stopped. If it is determined in step S4 that the vehicle is stopped, the process proceeds to step S5. If not, the parking lock control process is terminated. Next, in step S5, a command signal to the assist solenoid 29 shown in FIG. 6 (a) is output to engage the second friction clutch 4. As a result, the counter shaft and the output shaft are set to a predetermined gear ratio via the assist driven gear and the assist drive gear. Next, in step S6, in order to engage the mesh clutch, command signals to the shift solenoids 16 and 17 and the select solenoid 18 shown in FIG. 5 are output, and the parking lock control process is terminated. As described above, when the driver's parking request is detected, by engaging both the second friction clutch and the meshing clutch, a double meshing state can be established and the vehicle can be reliably locked.
[0032]
FIG. 9A is a time chart when the parking lock control process shown in FIG. 8A is executed. At time to, when the driver operates the select lever and detects that the signal of the inhibitor switch is in the P range, the pressing force to the second friction clutch is increased to achieve a fully engaged state. At this time, the meshing clutch is in the first speed state, and is engaged with the second friction clutch to be in the double meshing state and lock the vehicle. Thereafter, when the key switch is turned off by the driver at time t1 and the prime mover stops, charging by the alternator becomes impossible. Therefore, after the predetermined time ts has elapsed, the electric pump 11 is turned off at time t2. As a result, the discharge pressure of the electric pump decreases. Then, the pressure applied to the second friction clutch decreases due to the decrease of the hydraulic pressure source, and the clutch is released. On the other hand, the first friction clutch generates a pressing force against the clutch by a disc spring, and the clutch is released by releasing this by hydraulic pressure. Therefore, the characteristics are opposite to those of the second friction clutch. . Therefore, the first friction clutch is brought into an engaged state due to a decrease in the hydraulic power source. Here, the pressing force to the second friction clutch must be reduced at time t3 when the first friction clutch is completely engaged. This is because if there is time for both friction clutches to be released, the vehicle will be locked incompletely. As an example of the method for detecting the fully engaged state of the first friction clutch, there is a method using a position sensor signal attached adjacent to a mechanism portion for pressing the clutch. With respect to the operation of the first and second friction clutches, the meshing clutch is mechanically engaged with the gear, so that the first speed engagement state is maintained without releasing the clutch due to a decrease in the hydraulic power source. Can do. Therefore, even if the hydraulic pressure source is lowered, it is possible to create a direct connection state between the prime mover and the gear type transmission and lock the vehicle using the frictional restraining force against the crankshaft of the prime mover (geared parking).
[0033]
In order to perform geared parking, in step S6 shown in FIG. 8 (a), for example, when the road to be parked is an uphill, the meshing clutch is used as a forward gear to engage. In other cases, the reverse gear is used. Here, as a method of detecting the road gradient, it is conceivable to use a value obtained by estimating and calculating the gradient from information used in the navigation system, a change in vehicle speed, or the like, or by directly attaching a sensor to detect the road gradient. Thus, by switching the gear of the meshing clutch to be engaged according to the road gradient when the vehicle is parked, the vehicle can be reliably locked regardless of the driving / stopping state of the prime mover.
[0034]
FIG. 8B is a flowchart showing a control method by the control device for the gear-type transmission, and is a flowchart when starting the motor from a stopped state. Further, the processing content shown in the flowchart of FIG. 8B is a program incorporated in the microcomputer of the control device 10 shown in FIG.
[0035]
In step S11 of FIG. 8B, a signal of a key switch provided in the driver's seat is read. The signal of this key switch is a means for detecting the start request of the prime mover 1 by the driver. In step S12, it is determined whether or not the key switch signal is "ON". If it is “ON”, the process proceeds to step S13, and if not, the start time control process is terminated. Next, in step S13, the electric pump 11 shown in FIG. 5 is driven. Next, in step S14, the signal PL of the hydraulic sensor 14 is read. In step S15, it is determined whether or not the hydraulic pressure PL accumulated in the accumulator 13 is greater than a predetermined value Po. If it is larger, the process proceeds to step S16, and if not, step S15 is repeated. In step S16, in order to engage the second friction clutch 4, a command signal to the assist solenoid 29 is output to increase the pressing force. As a result, the counter shaft and the output shaft are set to a predetermined gear ratio via the assist driven gear and the assist drive gear. Here, since the meshing clutch is previously engaged with a predetermined gear position when the prime mover 1 is stopped according to the flowchart shown in FIG. 8A, the meshing clutch is brought into a double meshing state by the process of step S16.
[0036]
Next, in step S17, the first friction clutch 2 is released, and torque transmission between the prime mover and the gear transmission is interrupted. Next, in step S18, it is determined whether or not the key switch signal is "START". If “START”, the process proceeds to step S18, and if not, step S18 is repeated. Finally, in step S19, the starter is started so that the prime mover starts operation, and the starting control is terminated. Here, it is known that a spike-like large current is generated when the starter is started, and the output voltage of the battery is temporarily reduced. Due to this temporary voltage drop, the current for releasing the first friction clutch decreases, and the clutch may be engaged. Therefore, in step S18 in which the starter is operating, the current flowing through the first friction clutch needs to be made larger than the maximum value or the set value of the current during the normal release operation.
[0037]
With such a flowchart, the vehicle can be reliably locked even when the prime mover is started. In addition, in order to reduce the time loss until accumulator pressure is accumulated, the door open / close state of the vehicle is detected. In the case of a keyless entry vehicle, it is detected that the door lock is released or the door lock is released. It is good also as a control method which detects instruction | command or detects that the key was inserted in the insertion port, and performs the process (preparation operation | movement) of step S13 in advance. Further, in a vehicle equipped with a remote starter that remotely controls engine start, the same effect can be achieved by delaying the start of control for a predetermined time after the engine start command is issued and performing a preparatory operation during that time.
[0038]
FIG. 9B is a time chart when the startup control process shown in FIG. 8B is executed. At time to, the signal of the inhibitor switch is in the P range, and when the driver detects that the key switch is operated and the key switch signal is ON, the electric pump 11 is turned ON. When the electric pump 11 is driven, the discharge pressure rises, and at the time t1 when the pressure reaches a preset Po, the pressing force to the second friction clutch is increased to achieve a complete engagement state. When the fully engaged state of the second friction clutch is detected at time t2, the pressing force to the first friction clutch is also increased at the same time, and the first friction clutch is released. Here, as an example of a method of detecting the fully engaged state of the second friction clutch, there is a method of detecting a hydraulic pressure acting on the second friction clutch by a hydraulic sensor. Thus, if any of the friction clutches is not engaged, the vehicle will be locked imperfectly. On the other hand, the meshing clutch forms a gear stage when the prime mover 1 is stopped, and is engaged with the second friction clutch to enter a double meshing state and lock the vehicle. Thereafter, at time t1, the driver operates the key switch to START and starts the prime mover. By adopting such a control method, it is possible to reliably lock the vehicle even when the prime mover starts from a stopped state.
[0039]
Next, with reference to FIG. 6B, an embodiment of an assist actuator used in the gear transmission control device will be described. FIG. 6B is a configuration diagram showing an outline of an embodiment of the assist actuator. The DC motor 51 shown in the figure is connected to a ball screw 54 by a gear. The force in the rotational direction of the DC motor 51 is converted and amplified as a linear force by the ball screw 54. Furthermore, the tip of the ball screw is connected to the piston 53 of the master cylinder 52 and moves against the spring by the rotation of the DC motor 51. The master cylinder 52 is connected to the clutch piston 25 of the second friction clutch shown in FIG. The piping is filled with hydraulic oil, and the clutch piston 25 is moved by the movement of the piston 53, and a pressing force to the second friction clutch 4 is generated. With such a configuration, the clutch can be electrically engaged without using a hydraulic pressure source as shown in FIG. In addition, by using such an electric actuator, a waiting time until accumulator pressure is accumulated at the time of start, such as the processing from step S13 to step S15 shown in FIG. 8B, becomes unnecessary. Therefore, it is possible to eliminate the slack at the start.
[0040]
FIG. 10A is a time chart showing the operation when the control method by the gear-type transmission control device is executed, and is a time chart when the vehicle is stopped by the driver's brake operation from the running state. When the driver's brake ON operation is started at time t0, the vehicle speed, that is, the output shaft rotational speed of the transmission decreases. Next, at time t1, when the output rotational speed falls below a predetermined rotational speed cNOSCOF, the clutch torque command value (starting clutch torque command value) for the first friction clutch is set to zero, and the first friction clutch is turned on. release. As a result, the prime mover rotational speed maintains the idle rotational speed, and the input shaft rotational speed of the transmission decreases with the output shaft rotational speed. Next, when the output shaft rotational speed is reduced to the predetermined rotational speed cNOSTP at time t2, the meshing clutch is switched from the second speed to the first speed state, and a preparation operation for the next start operation is performed. Then, at a time t3 when a predetermined time cTMSTP has elapsed from the time t2, it is determined that the driver has requested to stop the vehicle, and a clutch torque command value (2) is applied to the second friction clutch so that the second friction clutch is half-engaged. Assist clutch torque command value) is set to the predetermined value TTHLHLD. In this way, by setting the second friction clutch in a half-engaged state, a double-engaged state can be formed in the transmission, so that the vehicle stop position can be maintained even on an uphill road. . Hereinafter, such a function is referred to as a hill hold function.
Here, a method of calculating the assist clutch torque command value TTHLHLD necessary for the hill hold function will be described. The equation of motion around the input shaft of the transmission is calculated by the following equation (1).
J · dω / dt = Ta−Td / G1−Ta · Td / G1 (1)
J: Moment of inertia ω: Input shaft speed
Ta: Assist clutch torque command value
Td: Running resistance around the output shaft
Gs: Current gear ratio Ga: Assist gear ratio
The travel resistance Td indicates a value obtained by converting a load applied to the vehicle such as a rolling resistance or a gradient resistance applied to the stopped vehicle around the output shaft of the transmission. The assist gear ratio Ga indicates a gear ratio constituted by a gear train to which the second friction clutch is attached. Here, by generating the assist clutch torque command value Ta, a circulating torque corresponding to Ta · Td / G1 expressed by the above equation (1) is generated on the input shaft. The circulating torque acts as a load with respect to the torque to rotate the input shaft by the running resistance from the tire side. Therefore, the assist clutch torque command value TTHLHLD necessary for the hill hold function is calculated by the following equation (2) when the above equation (1) is put together.
TTHLHLD> Td / (Gs-Ga) (2)
As described above, the hill hold function can be realized by calculating the assist clutch torque command value necessary for the hill hold function and setting the second friction clutch in the half-engaged state. As a result, it is possible to reduce the driver's brake operation force for maintaining the vehicle position when the vehicle stops, and to improve drivability.
[0041]
FIG. 10B is a time chart showing the operation when the control method by the control device of the gear-type transmission is executed, and when starting from the hill hold state described in FIG. 10A by the following creep function. It is a time chart. A shift mechanism such as an automatic transmission with a torque converter or a continuously variable transmission has a so-called creep function that generates a predetermined drive shaft torque by slowly moving the vehicle forward or backward when the driver turns off the brake pedal from a stopped state. is doing. The creep function is a function that is recognized by the user as an easy drive function because the vehicle can be started and stopped by only a brake operation when traveling on a congested road or entering a garage. A similar creep function can be realized in the gear transmission of the present invention. More specifically, the first friction clutch is brought into a half-engaged state, and feedback control is performed so that the rotational speed of the prime mover maintains a predetermined rotational speed. At time t0 shown in FIG. 10B, when the driver's braking operation is released from the stopped state, the first friction clutch is brought into a half-engaged state, and a creep operation is started. Here, even if the starting clutch torque command value is set stepwise so as to achieve the half-engaged state, there is a response delay until the actual clutch torque is generated, so the delay time until the wheel starts to rotate. Exists. Therefore, in the starting operation from the stop on the uphill road, as shown by the dotted line in FIG. 10B, the longitudinal acceleration temporarily becomes negative due to the running resistance during the response delay until the clutch torque is generated, and the vehicle reverses. Will occur.
[0042]
Thus, when the vehicle is switched from the stopped state to the creep state on the uphill road, a phenomenon occurs in which the vehicle goes backward. This not only makes the driver feel uncomfortable but also may lead to a contact accident with the following vehicle. However, in the present invention, as described above, the second friction clutch is brought into a half-engaged state when the vehicle is stopped, and the clutch torque necessary for maintaining the vehicle position is generated. Therefore, as shown by the solid line in FIG. 10 (a), since the torque for holding the vehicle position is applied at time t0 when the brake operation is released, the vehicle can start moving forward quickly. It is possible to prevent the vehicle from going backward.
Here, the traveling resistance Td around the output shaft can have a more accurate hill hold function by using a value calculated from the road gradient obtained by detection or estimation and the total weight of the vehicle. However, since adding a new sensor to calculate the running resistance leads to an increase in cost, an inexpensive configuration in which the preset running resistance Td is corrected by learning control may be used.
[0043]
As described above, when the vehicle is stopped, the second friction clutch is brought into a semi-engaged state, and a double-engaged state with the mesh clutch is used to reduce the driver's brake operation force. It becomes possible to reduce. In addition, it is possible to prevent the vehicle from going backward temporarily when starting from a stop on an uphill road.
[0044]
【The invention's effect】
As described above, according to the present invention, the wheel can be reliably locked even in the automatic MT.
[Brief description of the drawings]
FIG. 1A is a block diagram showing an overall configuration of a gear-type transmission control apparatus according to an embodiment of the present invention, and FIG. 1B is a time chart showing an outline of gear-shifting performance of the gear-type transmission.
FIG. 2 is a schematic view showing a configuration of a gear type speed change mechanism.
FIG. 3 is a schematic view showing a configuration of a gear type transmission mechanism.
FIG. 4 is a perspective view of a speed change operation mechanism used in a gear type transmission.
FIG. 5 is a configuration diagram showing a configuration of a shift / select actuator used in a gear type transmission.
6A is a partial cross-sectional view showing a configuration of a second friction clutch used in a gear transmission, and FIG. 6B shows an outline of an embodiment of an assist actuator used in a control device for the gear transmission. It is a block diagram.
7A is an external view of a select lever used as parking request means, and FIG. 7B is a schematic diagram of an inhibitor switch used as parking request means.
FIG. 8A is a flowchart showing a control method by a control device for a gear transmission, and FIG. 8B is a flowchart showing a control method by a control device for a gear transmission.
FIG. 9A is a time chart showing the operation when the gear-type transmission control method is executed, and FIG. 9B is a time chart showing the operation when the gear-type transmission control method is executed.
10A is a time chart showing an operation when a gear-type transmission control method is executed, and FIG. 10B is a time chart showing an operation when a gear-type transmission control method is executed.
[Explanation of symbols]
1 ... prime mover
2 ... First friction clutch
3 ... meshing clutch
4 ... Second friction clutch
5. Gear-type transmission mechanism
6 ... Transmission
7 ... Assist actuator
8. Shift / select actuator
9. Parking request detection means
10 ... Control device

Claims (4)

Power is transmitted from the prime mover via the first friction clutch, and a plurality of gear trains are provided between the input shaft and the output shaft, a second friction clutch is provided in at least one of the gear trains, and the other A gear-type transmission provided with a meshing clutch in a gear train, wherein the power from the prime mover is transmitted to the drive shaft via the second friction clutch during a gear shift.
Shift speed determining means for determining a predetermined shift speed formed by engagement of a meshing clutch of the gear-type transmission;
A stop request detection means for detecting the presence or absence of a brake operation by the passenger;
An output shaft rotational speed detection means for detecting an output shaft rotational speed of the gear transmission,
The shift speed determining means determines that a predetermined shift speed has been formed, the output of the output shaft rotation speed detection means indicates that the output shaft rotation speed is less than or equal to a predetermined rotation speed, and the stop request detection means When a stop request is received from
A control device for a gear-type transmission , wherein the engaging force of the second friction clutch is gradually increased when the engagement operation of the second friction clutch is started . Power is transmitted from the prime mover via the first friction clutch, and a plurality of gear trains are provided between the input shaft and the output shaft, a second friction clutch is provided in at least one of the gear trains, and the other A gear-type transmission provided with a meshing clutch in a gear train, wherein the power from the prime mover is transmitted to the drive shaft via the second friction clutch during a gear shift.
Shift speed determining means for determining a predetermined shift speed formed by engagement of a meshing clutch of the gear-type transmission;
A stop request detection means for detecting the presence or absence of a brake operation by the passenger;
An output shaft rotational speed detection means for detecting an output shaft rotational speed of the gear transmission,
The shift speed determining means determines that a predetermined shift speed has been formed, the output of the output shaft rotation speed detection means indicates that the output shaft rotation speed is less than or equal to a predetermined rotation speed, and the stop request detection means When a stop request is received from
The engagement operation of the second friction clutch is started, and when the road where the meshing clutch of the gear type transmission is parked is an uphill, a forward gear is set, and in other cases, a reverse gear is set. A gear-type transmission control device. Power is transmitted from the prime mover via the first friction clutch, and a plurality of gear trains are provided between the input shaft and the output shaft, a second friction clutch is provided in at least one of the gear trains, and the other a gear transmission having a dog clutch in the gear train, the control method of the gear transmission for transmitting to the drive shaft power from the prime mover through the in shifting the second friction clutch,
Determining a predetermined shift stage formed by engagement of a meshing clutch of the gear-type transmission ;
Detects the presence or absence of brake operation by the passenger ,
Detecting the output shaft rotation speed of the gear transmission ,
When the gear type transmission forms a predetermined gear stage, the output shaft speed of the gear type transmission is equal to or less than a predetermined speed, and there is a stop request due to the brake operation of the occupant ;
A control method for a gear-type transmission, characterized by gradually increasing the fastening force of the second friction clutch when starting the engaging operation of the second friction clutch . Power is transmitted from the prime mover via the first friction clutch, and a plurality of gear trains are provided between the input shaft and the output shaft, a second friction clutch is provided in at least one of the gear trains, and the other A gear-type transmission having a meshing clutch provided in a gear train, wherein the power from the prime mover is transmitted to the drive shaft through the second friction clutch during a shift.
Determining a predetermined shift stage formed by engagement of a meshing clutch of the gear-type transmission;
Detects the presence or absence of brake operation by the passenger,
Detecting the output shaft rotation speed of the gear transmission,
The gear transmission forms a predetermined shift speed, can output shaft rotational speed of the gear transmission is equal to or less than a predetermined rotational speed, and there is a stop request by the occupant of brake operation,
Start the engaging operation before Symbol second friction clutch, wherein when the road to park the dog clutch of the gear type transmission is rising gradient is set to forward gear, in other cases, be a reverse gear A control method of a gear type transmission characterized by the above.

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