JP4469079B2 - Automatic transmission for vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an automatic transmission for a vehicle, and more particularly to an automatic transmission connected to an engine via an automatic clutch, an engine actuator for controlling the output of the engine, and a clutch for controlling connection / disconnection of the automatic clutch. The present invention relates to an automatic transmission for a vehicle including an actuator, a shift actuator that controls the shift stage switching of the automatic transmission, and a control unit that controls the operation of each actuator.
[0002]
[Prior art]
This type of automatic transmission for a vehicle is disclosed in, for example, Japanese Utility Model Laid-Open No. 61-139830, and the operation of each actuator is linked and controlled by the control unit to automatically shift the automatic transmission (transmission). When the automatic transmission shifts, the engine output is controlled to decrease in the set control mode regardless of the amount of depression of the accelerator pedal (G removal control for reducing the vehicle acceleration). The clutch is controlled to be disengaged, and the output of the engine is controlled according to the amount of depression of the accelerator pedal when the automatic transmission is not shifted. For this reason, the problem that the engine speed is blown up during the disengagement operation of the automatic clutch executed at the time of shifting of the automatic transmission is solved.
[0003]
[Problems to be solved by the invention]
By the way, if the setting control mode described above is not variable, the engine output is always controlled to decrease in the same mode (decrease control speed). For this reason, if the engine output is set so as to be suddenly reduced (the reduction control speed is set to a large value), the change in the acceleration of the vehicle is large, which may cause discomfort to the passenger. On the other hand, if the output of the engine is set so as to be gradually decreased (decrease control speed is set to a small value), the change in the acceleration of the vehicle is small, the shift time is increased, and the vehicle operability may be deteriorated.
[0004]
[Means for Solving the Problems]
In order to solve the above-described problems, the present invention controls a multi-stage automatic transmission connected to an engine via an automatic clutch, an engine actuator for controlling the output of the engine, and connection / disconnection of the automatic clutch. A clutch actuator for controlling the shift of the automatic transmission, and a control unit for controlling the operation of each actuator, and the operation of each actuator is linked and controlled by the control unit. The automatic transmission shifts automatically, and when the automatic transmission shifts, the automatic clutch is disengaged after the engine output is controlled to decrease in the setting control mode, and when the automatic transmission is not shifted. In an automatic transmission for a vehicle, the output of the engine is controlled according to the amount of depression of an accelerator pedal. Te, when the shifting of the automatic transmission at low speed stage is performed, as the speed reduction control by the setting control mode is set by the variable based on the acceleration of the vehicle, when the vehicle acceleration is large, the The decrease control speed in the setting control mode is set to a large value based on the vehicle acceleration, and when the vehicle acceleration is small, the decrease control speed in the setting control mode is set to a small value based on the vehicle acceleration (invoice) (Invention according to item 1)
[0005]
In this case, when the shift of the automatic transmission is performed at a high shift speed, the speed of reduction control by the setting control mode is set based on the depression amount of the accelerator pedal. The invention).
[0006]
When the automatic transmission is capable of shifting in the automatic transmission mode or the manual transmission mode, the speed of the reduction control set when the automatic transmission is shifted in the automatic transmission mode is set to manual. It is desirable to set a value smaller than the speed of the reduction control set when the automatic transmission is shifted in the shift mode (the invention according to claim 3).
[0007]
[Operation and effect of the invention]
In the automatic transmission for a vehicle according to the present invention (the invention according to claim 1), when the automatic transmission is shifted at a low speed , the speed of the reduction control in the setting control mode is set based on the acceleration of the vehicle. Is done. In addition, when the vehicle acceleration is large, the decrease control speed in the setting control mode is set to a large value based on the vehicle acceleration . Therefore, priority is given to shortening the shifting time of the automatic transmission, and quick shifting is performed with priority given to the acceleration of the vehicle. Further, when the vehicle acceleration is small, the decrease control speed in the setting control mode is set to a small value based on the vehicle acceleration . Therefore, priority is not given to shortening the shift time of the automatic transmission, and a smooth shift without causing discomfort to the occupant is performed.
[0008]
In the automatic transmission for a vehicle according to the present invention (the invention according to claim 2), when the automatic transmission is shifted at a low gear , the automatic transmission for the vehicle according to the present invention (invention 1). The same effect as that of the automatic transmission device for a vehicle according to the present invention (the invention according to claim 1) can be obtained.
[0009]
On the other hand, when the shift of the automatic transmission is performed at a high gear, the speed of the reduction control in the setting control mode is set based on the depression amount of the accelerator pedal. Therefore, at high gears, compared to low gears, the acceleration of the vehicle is small and the measured value of the acceleration is more susceptible to noise, making it difficult to ensure control accuracy based on the amount of accelerator pedal depression. Thus, the control accuracy can be ensured by setting the decreasing control speed in the setting control mode.
[0010]
In the automatic transmission for a vehicle according to the present invention (the invention according to claim 3), the speed of the reduction control that is set when the automatic transmission is shifted in the automatic transmission mode is automatically set in the manual transmission mode. It is set to a value smaller than the speed of reduction control set when the transmission is shifted. Therefore, a smooth shift is performed in the shift of the automatic transmission in the automatic shift mode, and an agile shift is performed in the shift of the automatic transmission in the manual shift mode.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 schematically shows a drive system of a vehicle. In this drive system, an automatic clutch 20 assembled to an output portion (crankshaft) of the engine 10 is connected to the engine 10 via the automatic clutch 20. The operation of the automatic transmission 30 is controlled by the electric control device 50 in accordance with the operation of the shift lever 41 shown in FIG.
[0012]
The engine 10 includes a throttle valve 12 that is opened and closed by an engine electric actuator 11. The output of the engine 10 is controlled by controlling the operation of the engine electric actuator 11 by an electric control device 50. Further, the engine 10 is provided with a throttle sensor S12 for detecting the operating position (that is, the valve opening degree) of the throttle valve 12, and a detection signal from the throttle sensor S12 is input to the electric control device 50. The throttle sensor S12 is connected to the electric control device 50 (not shown).
[0013]
The automatic clutch 20 includes a clutch lever 22 that is swung by a clutch electric actuator 21, and the movement of the clutch lever 22 is controlled by the operation of the clutch electric actuator 21 being controlled by an electric control device 50. Thus, the disengagement / connection (interruption / disconnection of power transmission) of the mechanical (dry single plate) friction clutch 23 is controlled. Further, the automatic clutch 20 is provided with a clutch engagement sensor S21 for detecting the swing position of the clutch lever 22 (that is, the engagement state of the friction clutch 23), and a detection signal from the clutch engagement sensor S21 is received. The clutch engagement sensor S <b> 21 is connected to the electric control device 50 (not shown) so as to input to the electric control device 50.
[0014]
As shown in FIGS. 1 and 2, the automatic transmission 30 includes an input shaft 31 and an output shaft 32, and three pairs (six) of transmission gear trains (G1 to G5 and Gr) and three sleeves. A parallel-shaft gear type transmission having five forward speeds and one reverse speed stage provided with 33, 34, and 35. The input shaft 31 is connected to the output portion (clutch disk) of the friction clutch 23 so that power can be transmitted, and the output shaft 32 is connected to an axle (not shown) so as to be able to transmit power, and each sleeve 33, 34, 35 is moved in the axial direction in accordance with the operation of the shift operation mechanism 40, so that a specific transmission gear train (speed stage) ) Power transmission is possible. The transmission 30 is provided with a rotation sensor S32 that detects the number of rotations of the output shaft 32 (corresponding to the speed of the vehicle), and a detection signal from the rotation sensor S32 is input to the electric control device 50. As described above, the rotation sensor S32 is connected to the electric control device 50 (not shown).
[0015]
In the pair of transmission gear trains arranged on the right side of FIG. 2, a first gear train G1 and a fourth gear train G4 are provided to face each other, and a sleeve 33 is provided between them. . Further, in the pair of transmission gear trains arranged in the center of FIG. 2, the second gear train G2 and the fifth gear train G5 are provided facing each other, and a sleeve 34 is provided between them. Yes. Further, in the pair of transmission gear trains arranged on the left side of FIG. 2, a third gear train G3 and a reverse gear train Gr are provided to face each other, and a sleeve 35 is provided between them. Yes.
[0016]
The shift operation mechanism 40 includes a shift lever 41 that is operated along the shift pattern shown in FIG. 3, and also includes an electric actuator 42 that pushes the sleeve 33 in the axial direction, a shift fork 43, and a sleeve 34 that pushes the sleeve 34 in the axial direction. The electric actuator 44 and the shift fork 45 that move, and the electric actuator 46 and the shift fork 47 that push the sleeve 35 in the axial direction are provided, and the electric actuators 42, 44, 46 are controlled by the electric control device 50. It has become so. Each electric actuator 42, 44, 46 includes a motor with a speed reducer, a pinion that is rotationally driven by this motor, and a rack that meshes with this pinion and shifts integrally with each shift fork 43, 45, 47. It is constituted by.
[0017]
The shift operation mechanism 40 is provided with sensors S42, S44, S46 for detecting the moving positions of the sleeves 33, 34, 35 (that is, the power intermittent state in each gear train). The sensors S42, S44, and S46 are connected to the electric control device 50 (not shown) so that the detection signals from S44, S46 are input to the electric control device 50.
[0018]
Further, each shift position (N range, R range, D range, M range, + range, -range) of the shift lever 41 includes sensors for detecting the operation position of the shift lever 41 as shown in FIG. SN, SR, SD, SM, S1, S2 are provided, and the sensors SN, SR, SD, SM, S1, S2 are input so that the detection signals from these sensors SN, SR, SD, SM, S1, S2 are input to the electric control device 50. SR, SD, SM, S1, and S2 are connected to the electric control device 50 (not shown).
[0019]
The sensor SN is a sensor that detects that the shift lever 41 is operated in the N range (a neutral range in which the driving force of the engine 10 cannot be transmitted to the output shaft 32 of the transmission 30). The sensor SR is a sensor that detects that the shift lever 41 is operated to the R range (reverse range in which power can be transmitted by the reverse gear train Gr). The sensor SD is a sensor that detects that the shift lever 41 is operated in the D range (drive range in which power can be transmitted in the first to fifth gear trains G1 to G5 in the automatic transmission mode).
[0020]
The sensor SM is a sensor that detects that the shift lever 41 is operated in the M range (manual range in which power can be transmitted in the first to fifth gear trains G1 to G5 in the manual shift mode). The sensor S1 is a sensor that detects that the shift lever 41 has been operated to the + range (uprange in which power can be transmitted by the shifted gear train). The sensor S2 is a sensor that detects that the shift lever 41 is operated to the −range (down range in which power can be transmitted by the gear train shifted down).
[0021]
The electric control device 50 has a known microcomputer as a main part, and includes a detection signal from the accelerator sensor S60 (a sensor that detects the amount of depression of the accelerator pedal 60) shown in FIG. Each sensor S12, S21, which detects the position of each member driven by each electric actuator 11, 21, 42, 44, 46 while receiving the detection signal from the rotation sensor S32 that detects the rotation speed of the output shaft 32. The detection signals from S42, S44, S46 and the sensors SN, SR, which detect the operation state of each shift lever 41 to each shift position (N range, R range, D range, M range, + range, -range). Upon receipt of detection signals from SD, SM, S1, and S2, execution of a program corresponding to the flowcharts of FIGS. 4 and 5 (ignition) The operation of each electric actuator 11, 21, 42, 44, 46 is controlled according to the detection signal from each sensor. .
[0022]
Next, the operation of the present embodiment configured as described above will be described with reference to the flowcharts of FIGS. In a state where the vehicle is not shifting (when the shift command signal for changing the target shift stage is not output by the electric control device 50), the target shift stage and the actual shift stage are the same when the clutch is ON (engaged state). Therefore, it is determined as “Yes” in Step 101 in FIG. 4, and the subroutine “Engine Output Control” in Step 102 is executed.
[0023]
In the “engine output control” subroutine in step 102, the opening of the throttle valve 12 is controlled by the operation of the electric actuator 11 for the engine in accordance with the depression amount of the accelerator pedal 60 (detected by the accelerator sensor S60). The output of the engine 10 is controlled.
[0024]
In step 104, it is determined whether or not the current shift speed is a low shift speed (first or second speed), and in each of steps 105 and 106, it is determined whether or not the shift mode of the automatic transmission 30 is automatic. In step 107, the G speed control speed in the low shift speed / automatic speed change mode (the speed at the time of control for reducing the output of the engine 10 by reducing the opening of the throttle valve 12 in accordance with the set control mode) is the acceleration G of the vehicle. In step 108, the G removal control speed in the low shift speed / manual shift mode is calculated based on the acceleration G of the vehicle. On the other hand, in step 109, the G removal control speed in the high shift speed / automatic transmission mode is calculated based on the depression amount θ of the accelerator pedal 60, and in step 108, the G removal control speed in the high shift speed / manual transmission mode is calculated. Calculation is performed based on the depression amount θ of the pedal 60.
[0025]
By the way, the value of the G removal control speed fga (G) calculated in step 107 is substantially equal to the value of the G removal control speed faa (θ) calculated in step 109, and G calculated in step 108. The value is a predetermined amount smaller (slower speed) than the value of the removal control speed fgm (G). Further, the value of the G removal control speed fgm (G) calculated in step 108 is substantially equal to the value of the G removal control speed fam (θ) calculated in step 110.
[0026]
On the other hand, in a state where the vehicle is shifting (when the clutch is turned off or when the target shift speed and the actual shift speed are not the same), it is determined as “No” in Step 101 of FIG. 4 and Step 111 is executed. When the G removal control is not completed during the execution of step 111 (when the target throttle opening in step 112 described later is updated), it is determined as “No” in step 111 and steps 112 and 113 are performed. When executed and the G removal control is completed (when the target throttle opening degree in step 112 described later is updated to the set lower limit value), “Yes” is determined in step 111 and the subroutine of step 200 is performed. “Shift control” is executed.
[0027]
In step 112, the target throttle opening is calculated based on the setting control mode (the output of the engine 10 is controlled to decrease at the speed set in advance in steps 107, 108, 109, 110) until the set lower limit value is reached. It is updated sequentially. In step 113, the throttle valve 12 is controlled by the operation of the engine electric actuator 11, and the output of the engine 10 is controlled in accordance with the target throttle opening.
[0028]
On the other hand, in the “shift control” subroutine shown in FIG. 5, it is determined in step 201 whether or not the shift is completed, and in step 202 it is determined whether or not the clutch is disengaged. In step 203, clutch disengagement control is executed, and in step 204, throttle closing control is executed. Further, clutch disengagement maintenance control is executed in step 205, shift-off control is executed in step 206, and throttle low-opening maintenance control is executed in step 207. In step 201, it is determined whether or not the automatic clutch 20 completes the disengagement operation and the automatic transmission 30 is in the neutral state based on the detection signals from the sensors S21, S42, S44, and S46. In step 202, it is determined whether or not the automatic clutch 20 has completed the disengagement operation based on the detection signal from the sensor S21.
[0029]
In step 203, the clutch electric actuator 21 is disconnected and the automatic clutch 20 is disconnected. In step 204, the throttle valve 12 is closed to a predetermined low opening according to the closing control mode set in advance by the engine electric actuator 11. In step 205, the clutch electric actuator 21 is maintained in the disengagement completion state, and the automatic clutch 20 is maintained in the disengagement state. In step 206, the shift-use electric actuators 42, 44, and 46 operate to shift the automatic transmission 30 from the power transmission state to the neutral state, and shift the gear. In step 207, the throttle valve 12 is maintained at a predetermined low opening by the engine electric actuator 11.
[0030]
Further, at step 211 in FIG. 5, it is determined whether or not the shifting is completed, the clutch disengagement maintaining control is executed at step 212, the shifting control is executed at step 213, and the throttle is reduced at step 214. Open maintenance control is executed. In step 215, it is determined whether or not clutch engagement is completed. In step 216, clutch engagement (engagement) control is executed. In step 217, throttle return control is executed.
[0031]
In step 211, it is determined whether or not the automatic transmission 30 is in a power transmission state based on detection signals from the sensors S42, S44, and S46. In step 212, the clutch electric actuator 21 is maintained in the disengagement completion state, and the automatic clutch 20 is maintained in the disengagement state. In step 213, the electric actuators 42, 44, and 46 for shifting operate to shift the automatic transmission 30 from the neutral state to the power transmission state at the shift stage designated by the shift command. In step 214, the throttle valve 12 is maintained at a predetermined low opening by the engine electric actuator 11.
[0032]
In step 215, it is determined whether or not the automatic clutch 20 has completed the engaging operation based on the detection signal from the sensor S21. In step 216, the clutch electric actuator 21 is engaged (engaged) and the automatic clutch 20 is engaged (engaged). In step 217, the throttle valve 12 is returned to the opening degree corresponding to the depression amount of the accelerator pedal 60 according to the return control mode set in advance by the engine electric actuator 11.
[0033]
Therefore, in the present embodiment, when the automatic transmission 30 is not shifted, Step 101 and Step 102 in FIG. 4 are executed, and the output of the engine 10 is controlled in accordance with the amount of depression of the accelerator pedal 60, and the automatic transmission 30. 4 are appropriately executed after step 104 in FIG. 4 is performed, step 101, step 111, step 112, step 113, and step 200 are appropriately executed, and the actuators 11, 21, 42, 44, The operation of 46 is linked and controlled by the electric control device 50, and the automatic transmission 30 is automatically shifted (including G removal control).
[0034]
By the way, when the shift of the automatic transmission 30 is performed in a state where the shift stage before the shift is the low shift stage (the first or second stage of forward movement), as shown in step 107 or step 108, the setting control is performed. The speed of reduction control by mode (G removal control speed) is variably set based on the acceleration G of the vehicle. For this reason, when the vehicle acceleration G is large, the decrease control speed in the setting control mode is set to a large value based on the acceleration G of the vehicle . Therefore, priority is given to shortening the shifting time of the automatic transmission 30, and quick shifting is performed with priority given to the acceleration of the vehicle. When the vehicle acceleration G is small, the decrease control speed in the setting control mode is set to a small value based on the vehicle acceleration G. Accordingly, priority is not given to shortening the shift time of the automatic transmission 30, and a smooth shift without causing discomfort to the passenger is performed.
[0035]
On the other hand, when the shift of the automatic transmission 30 is performed in a state where the shift stage before the shift is a high shift stage (3 or 4 forward stages), as shown in step 109 or step 110, the setting control is performed. The speed of reduction control by mode (G removal control speed) is set based on the depression amount θ of the accelerator pedal 60. Therefore, compared with the low gear, the acceleration G of the vehicle is small and the measured value of the acceleration is easily affected by noise, and it is difficult to ensure the control accuracy. By setting the decrease control speed in the setting control mode based on θ, control accuracy can be ensured.
[0036]
In this embodiment, the speed of reduction control (fga (G) or faa (θ)) set when the automatic transmission 30 is shifted in the automatic transmission mode is automatically changed in the manual transmission mode. It is set to a smaller value than the speed of reduction control (fgm (G) or fam (θ)) set when the machine is shifted. Therefore, a smooth shift is performed in the shift of the automatic transmission 30 in the automatic shift mode, and an agile shift is performed in the shift of the automatic transmission 30 in the manual shift mode.
[0037]
In the above embodiment, step 104 of FIG. 4 is provided and steps 106, 109, and 110 are provided. However, when the measured value of the acceleration G of the vehicle can be obtained with high accuracy, these steps are performed. It is also possible to carry out without steps. In the above embodiment, the present invention is applied to a vehicle in which the output of the engine 10 is controlled according to the opening degree of the throttle valve 12, but the output of the engine 10 is other than the opening degree of the throttle valve 12 (for example, fuel injection The present invention can be similarly applied to a vehicle controlled according to the fuel injection amount by the pump.
[Brief description of the drawings]
FIG. 1 is a configuration diagram schematically showing a drive system of a vehicle employing an automatic transmission for a vehicle according to the present invention.
FIG. 2 is a configuration diagram schematically showing the configuration of the automatic transmission shown in FIG. 1;
FIG. 3 is a diagram showing a shift pattern for a shift lever that operates the automatic transmission shown in FIGS. 1 and 2;
4 is a flowchart of a program executed by the electric control device shown in FIG.
FIG. 5 is a flowchart showing a subroutine of shift control shown in FIG.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... Engine, 11 ... Electric actuator for engines, 12 ... Throttle valve, 20 ... Automatic clutch, 21 ... Electric actuator for clutches, 22 ... Clutch lever, 23 ... Friction clutch, 30 ... Automatic transmission, 31 ... Input shaft, 32 ... Output shaft, 33, 34, 35 ... Sleeve, G1, G2, G3, G4, G5, Gr ... Transmission gear train, 40 ... Shift operation mechanism, 41 ... Shift lever, 42, 44, 46 ... Electric actuator, 43, 45, 47 ... shift fork, 50 ... electric control device, 60 ... accelerator pedal, S12, S21, S32, S42, S44, S46, SN, SR, SD, S1, S2, S60 ... sensors.

Claims (3)

A multi-stage automatic transmission connected to the engine via an automatic clutch; an engine actuator for controlling output of the engine; a clutch actuator for controlling connection / disconnection of the automatic clutch; and a shift stage of the automatic transmission. A shift actuator for controlling switching; and a control unit for controlling the operation of each actuator; the operation of each actuator is linked and controlled by the control unit to automatically shift the automatic transmission; When the automatic transmission shifts, the automatic clutch is controlled to be disengaged after the engine output is controlled to decrease in the setting control mode. the automatic transmission for a vehicle to be controlled, the shifting of the automatic transmission at the low gear stage When dividing, the set speed reduction control by the control mode so as to be set at a variable based on the acceleration of the vehicle, when the vehicle acceleration is large, a large value reduction control speed by the set control mode based on the vehicle acceleration When the vehicle acceleration is low , the vehicle automatic transmission is characterized in that the reduction control speed in the setting control mode is set to a small value based on the vehicle acceleration . The automatic transmission for a vehicle according to claim 1 , wherein when the shift of the automatic transmission is performed at a high shift speed, the speed of the reduction control by the setting control mode is set based on the depression amount of the accelerator pedal. An automatic transmission for a vehicle, characterized in that it is configured as described above.   3. The automatic transmission for a vehicle according to claim 1, wherein the automatic transmission is capable of shifting in an automatic transmission mode or a manual transmission mode, and the automatic transmission is shifted in the automatic transmission mode. The reduction control speed that is set is set to a value that is smaller than the speed of the reduction control that is set when the shift of the automatic transmission is performed in the manual transmission mode. Automatic transmission for a vehicle.

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