JP4633165B2 - Control device for automatic transmission - Google Patents

Description

  This invention is an automatic equipped with a failure detection function capable of avoiding the occurrence of mechanical interlock at the time of starting by selecting a plurality of shift speeds on the same transmission input shaft due to an abnormality of the transmission mechanism. The present invention relates to a transmission control device.

Conventionally, in order to improve driving force transmission efficiency and fuel efficiency compared to ordinary transmissions, gear-type manual transmissions have been automated to reduce the intermittent acceleration force during shifting. A transmission input shaft is provided at each of the even-numbered gears, and an odd-numbered gear-starting clutch that is engaged when an odd-numbered gear is selected and an even-numbered gear-starting clutch that is engaged when an even-numbered gear is selected. A twin-clutch automatic transmission is known.
In this twin-clutch automatic transmission, for example, when a shift command to an even-numbered gear is issued during traveling in an odd-numbered gear selection state in which an odd-numbered gear start clutch is engaged, selection of the next even gear to be shifted is performed. The shift from the odd-numbered gear to the even-numbered gear is performed by replacing the clutch by releasing the odd-numbered gear starting clutch and engaging the even-numbered gear starting clutch. As a result, it is possible to make a quick shift and reduce the intermittent acceleration force during the shift.

  In the conventional automatic transmission control device in such a twin clutch type automatic transmission, a double meshing phenomenon (mechanical interlock) of the gear stage in which two torque transmission paths by the odd gear stage and the even gear stage are established simultaneously occurs. In order to prevent this, the starting clutch engaging force control means is a double system so that both the starting clutches are not engaged at the same time in the double-engaged state of the shift stage, and the deceleration G is reduced during traveling. For example, Patent Document 1 proposes a method of operating a starting clutch by detecting the occurrence of mechanical interlock when the value exceeds a predetermined value.

  In addition, in a transmission that controls the gear position by an engagement element, an actual gear ratio detection means that detects an actual gear ratio is provided as a method for determining a mechanical interlock during traveling by a deceleration G and specifying an abnormality in the gear shift. For example, Patent Document 2 proposes a technique for detecting a failure based on the correlation between the command shift speed and the actual speed ratio detected by the actual speed ratio detecting means.

JP 2007-40409 A JP 2007-100733 A

However, the control device proposed in Patent Document 1 aims to prevent mechanical interlock due to abnormality of the starting clutch, and detection of the mechanical interlock is targeted during running.
Further, the control device proposed in Patent Document 2 detects an interlock during traveling, and detects a shift abnormality from a command shift stage and an actual gear ratio of the traveling gear. That is, both have proposed a method of detecting the mechanical interlock from the state after the occurrence of the mechanical interlock during traveling. For this reason, in the control devices shown in Patent Document 1 and Patent Document 2, when the twin-clutch automatic transmission is shifted, a plurality of odd-numbered gear stages or even-numbered gear speeds are stopped on the same transmission input shaft in the stopped state. If a gear shift stage is selected and a mechanical interlock with two torque transmission paths established at the same time is detected, it cannot be detected, and the start clutch is engaged with the mechanical interlock generated. There was a problem that it could not be prevented. When the start clutch is engaged with the mechanical transmission on the same transmission input shaft, the mechanical interlock is generated and the vehicle cannot start, and the start clutch and torque transmission mechanism are loaded. There is a problem.

As a solution to the above problem, there is a method of attaching a sensor for detecting the position of each shift fork, but there is a problem that the cost increases when the sensor is attached.
In addition, there is a problem that the state where the mechanical interlock described above cannot be prevented cannot be prevented if the position of the shift fork cannot be correctly detected using a sensor even if it is attached.

  The present invention has been made to solve the above-described problems, and the automatic transmission control device opens the shift stage due to an abnormality in the transmission mechanism of the odd-numbered shift stage or the even-numbered shift stage transmission input shaft. Even if the gear position is not released after the command and the current gear position remains selected, an abnormality in the speed change mechanism is detected without using the shift fork position sensor. It is an object of the present invention to provide a control device for an automatic transmission that can avoid the occurrence of a mechanical interlock at the time of starting by selecting a certain gear position.

  The control device for an automatic transmission according to the present invention includes an odd-numbered gear shift transmission input shaft to which a driving torque generated by the engine is input via an odd-numbered gear shift clutch or an even-numbered gear shift clutch, and an even-numbered gear shift gear input. Shaft, a plurality of torque transmission paths provided on each of the odd-numbered transmission input shaft and the even-numbered transmission input shaft, a transmission output shaft connected to a wheel, the plurality of torque transmission paths and the transmission A control device for an automatic transmission having a plurality of meshing clutches for engaging with an output shaft, wherein a starting clutch actuator for operating the odd-numbered speed starting clutch and an even-numbered speed starting clutch, respectively, and the meshing clutch are operated. A shift fork actuator, and the start clutch actuator and the shift fork actuator when shifting is requested. And a control means for executing a shift by switching between the odd-numbered speed start clutch and the even-numbered speed start clutch, and the control means operates the start clutch actuator. When the vehicle is stopped, the start clutch of the transmission input shaft whose gear stage is neutral is operated to rotate the transmission input shaft in the neutral state, and the engine output shaft rotational speed and the transmission input shaft rotational speed in the neutral state are determined. In comparison, when the deviation does not fall within a predetermined value within a predetermined time set in advance using the engine speed as a parameter, it is detected that the speed change mechanism is abnormal.

  According to the automatic transmission control device of the present invention, the automatic transmission control device is an odd-numbered or even-numbered transmission input shaft. Even if the current gear position is not opened and the current gear position is still selected, it is possible to detect an abnormal state of the transmission mechanism without using the shift fork position sensor, and a plurality of transmission gears on the same transmission input shaft can be detected. Generation of a mechanical interlock at the time of starting by selecting a gear position can be prevented in advance, and overloading of the starting clutch and the torque transmission mechanism can be avoided in advance.

  The above-described and other objects, features, and effects of the present invention will become more apparent from the detailed description and the drawings in the following embodiments.

Embodiment 1 FIG.
Embodiment 1 of the present invention will be described below with reference to the drawings.
FIG. 1 shows a schematic configuration of an automatic transmission control apparatus according to Embodiment 1 of the present invention. In FIG. 1, as a transmission gear train of a twin clutch type automatic transmission, an odd-numbered speed transmission input shaft 1 and an odd-numbered speed starting clutch 2, an even-numbered speed shifting input shaft 3 and an even-numbered speed starting clutch 4 are provided. I have. The odd speed shift gear input shaft 1 and the odd speed shift start clutch 2 are for odd shift speeds (first speed, third speed, fifth speed), and even speed shift input shaft 3 and even speed shift start. The clutch 4 is for an even gear (second speed, fourth speed, sixth speed, reverse). A driving force generated by an engine (not shown) is connected to a transmission drive input shaft 5, and is connected to an odd-numbered transmission input shaft 1 of an automatic transmission via an odd-numbered gear starting clutch 2 and an even-numbered gear starting clutch 4. Are connected to the even-speed transmission input shaft 3. The transmission input shaft side of the odd speed shift clutch 2 transmits the driving force from the engine to the odd speed shift transmission input shaft 1 when selecting and engaging the odd speed. The transmission input shaft side of the even-numbered speed starting clutch 4 transmits the driving force from the engine to the even-numbered speed transmission input shaft 3 when selecting and engaging the even speed.

  The even speed transmission input shaft 3 is a hollow shaft, the odd speed transmission input shaft 1 is a solid shaft, and the odd speed transmission input shaft 1 and the even speed transmission input shaft 3 rotate freely. It is attached. The odd speed start clutch actuator 65 and the even speed start clutch actuator 66 provided in the odd speed start clutch 2 and the even speed start clutch 4, respectively, are the start clutch of the automatic transmission control device 100 which is a control means. It is driven by the engagement instruction. Further, the gear sets of the odd-numbered gear stage and the even-numbered gear stage provided respectively on the odd-numbered gear stage transmission input shaft 1 and the even-numbered gear stage transmission input shaft 3 are driven by a gear shift instruction of the automatic transmission control device 100. By driving the shift forks 51 to 54 by the shift fork actuators 61 to 64, the meshing clutches 41 to 44 are operated to select transmission gear sets having different transmission gear ratios. Thus, the driving force generated by the engine is transmitted to the transmission output shaft 6 connected to the driving wheels. The engine speed is the engine speed sensor 80, the odd speed transmission input shaft 1 is the odd speed transmission input shaft speed sensor 81, and the even speed transmission input shaft 3 is the even speed shift. The rotational speeds of the machine input shaft rotational speed sensor 82 and the transmission output shaft 6 are measured by the transmission output shaft rotational speed sensor 83, respectively. The traveling speed of the vehicle is obtained from the rotational speed of the transmission output shaft 6 measured using the transmission output shaft rotational speed sensor 83.

The odd-numbered gear stage input shaft 1 is provided with an odd-numbered gear stage gear set, which includes a first speed gear set G1, a third speed gear set G3, and a fifth speed gear set G5, respectively.
The first speed gear set G1 is configured by meshing a first speed gear 21 provided on the odd-number-speed transmission input shaft 1 and a first speed gear 22 provided on the countershaft 7.
The third speed gear set G3 is configured by meshing a third speed gear 25 provided on the odd-number-speed transmission input shaft 1 and a third speed gear 26 provided on the countershaft 7.
The fifth speed gear set G5 is configured by meshing a fifth speed gear 29 provided on the odd-number-speed transmission input shaft 1 and a third speed gear 30 provided on the countershaft 8.

  A meshing clutch 41 is provided on the countershaft 7 between the first gear set G1 and the third gear set G3. The 1-3 speed meshing clutch 41 is stroked to the right side from the neutral position by the 1-3 speed shift fork 51, and the meshing clutch 41 is engaged with the counter shaft 7, thereby drivingly coupling the first speed output gear, Speed can be selected. Further, the 1-3 speed meshing clutch 41 is stroked to the left from the neutral position by the 1-3 speed shift fork 51, and the meshing clutch 41 is engaged with the counter shaft 7, thereby drivingly coupling the 3rd speed output gear. The third speed can be selected.

  A meshing clutch 43 is provided on the countershaft 8 between the fifth gear set G5 and the sixth gear set G6. The fifth-speed meshing clutch 43 is stroked from the neutral position to the right side by the five-speed shift fork 53, and the meshing clutch 43 is engaged with the countershaft 8 to drive-couple the fifth-speed output gear and select the fifth speed. And

The even-numbered speed change gear input shaft 3 has even-numbered speed gear sets arranged from the second speed gear set G2, the fourth speed gear set G4, the sixth speed gear set G6, and the reverse speed gear set GR, respectively. Become.
The second speed gear set G2 is configured by meshing a second speed gear 23 provided on the even-numbered speed transmission input shaft 3 and a second speed gear 24 provided on the countershaft 7.
The fourth speed gear set G4 is configured by meshing a fourth speed gear 27 provided on the even-numbered speed transmission input shaft 3 and a fourth speed gear 28 provided on the countershaft 7.
The sixth speed gear set G6 is configured by meshing a sixth speed gear 31 provided on the even-numbered speed change gear transmission input shaft 3 and a sixth speed gear 32 provided on the countershaft 8.

  The reverse speed gear set GR includes a second speed gear 23 provided on the even-speed transmission input shaft 3, a second speed gear 24 provided on the counter shaft 7, and a reverse speed gear 33 provided on the counter shaft 8. Are configured to mesh with each other.

  A meshing clutch 42 is provided on the countershaft 7 between the second gear set G2 and the fourth gear set G4. The 2-4 speed meshing clutch 42 is stroked to the left from the neutral position by the 2-4 speed shift fork 52, and the meshing clutch 42 is engaged with the countershaft 7, thereby drivingly coupling the second speed output gear, Speed can be selected. Further, the 2-4 speed meshing clutch 42 is stroked to the right side from the neutral position by the 2-4 speed shift fork 52, and the meshing clutch 42 is engaged with the counter shaft 7, thereby drivingly coupling the 4th speed output gear, The fourth speed can be selected.

  A meshing clutch 44 is provided between the countershaft 8 between the sixth gear set G6 and the reverse speed gear set GR. The sixth speed-reverse speed meshing clutch 44 is stroked to the right from the neutral position by the sixth speed-reverse speed shift fork 54, and the meshing clutch 44 is engaged with the countershaft 8, thereby drivingly coupling the sixth speed output gear. The sixth speed can be selected. Further, the 6-speed-reverse-speed meshing clutch 44 is stroked to the left from the neutral position by the 6-speed-reverse-speed shift fork 54, and the meshing clutch 44 is engaged with the counter shaft 8, thereby drivingly coupling the reverse speed output gear. The reverse speed can be selected.

Next, the speed change operation will be described. In a state in which neutral or parking is selected by the driver's lever operation, an opening instruction is issued to both the odd-numbered gear start clutch 2 and the even-numbered gear start clutch 4, and the shift forks 51 to 54 are set to the neutral positions.
That is, the meshing clutches 41 to 44 are all released, so that the driving force from the engine is not transmitted to the transmission output shaft 6.

Next, in a state in which a forward or backward movement is instructed by a driver's lever operation, a shift is performed according to the following procedure. First, when an advance is instructed, the automatic transmission control device 100, which is a control means, engages both the first gear and the second gear in advance for smooth start acceleration. At the time of the first speed shift instruction, the 1-3 speed shift fork 51 operates to the right side, and the first speed gear set G1 is drivingly coupled to the countershaft 7 by the meshing clutch 41. At the time of the second speed shift instruction, the 2-4 speed shift fork 52 is operated to the left side, and the second speed gear set G2 is drivingly coupled to the countershaft 7 by the meshing clutch 42.
Thereafter, the start is determined according to the accelerator operation amount of the driver, and the odd-numbered speed start clutch 2 is engaged. As a result, the driving force of the engine is output to the transmission output shaft 6 via the odd speed shift clutch 2, the first speed gear set G1, and the output gears 35 and 34, and the first speed power is transmitted.

When upshifting from the first speed to the second speed, the odd-numbered gear start clutch 2 is released and the even-number gear start clutch 4 is engaged (replacement of the start clutch).
The driving force of the engine is output to the transmission output shaft 6 through the even-numbered speed start clutch 4, the second speed gear set G2, and the output gears 35 and 34, and the second speed power is transmitted.

  In the upshift from the second speed to the third speed, first, the 1-3 speed shift fork 51 is operated to the left side, and the third speed gear set G3 is drivingly coupled to the countershaft 7 by the meshing clutch 41. Thereafter, the even speed shift start clutch 4 is released and the odd speed shift start clutch 2 is engaged, so that the driving force of the engine is the odd speed shift start clutch 2, the third speed gear set G3, the output gears 35, 34. Is output to the transmission output shaft 6 to transmit the third speed power.

  In the upshift from the third speed to the fourth speed, first, the 2-4 speed shift fork 52 is operated to the right side, and the fourth speed gear set G4 is drivingly coupled to the countershaft 7 by the meshing clutch 42. Thereafter, the odd speed shift start clutch 2 is released and the even speed shift start clutch 4 is engaged, so that the engine driving force is the even speed shift start clutch 4, the fourth speed gear set G4, the output gears 35, 34. To the transmission output shaft 6 to transmit the power of the fourth speed.

  In the upshift from the fourth speed to the fifth speed, first, the fifth speed shift fork 53 is operated to the right side, and the fifth speed gear set G5 is drivingly coupled to the countershaft 8 by the meshing clutch 43. Thereafter, the even speed shift start clutch 4 is released and the odd speed shift start clutch 2 is engaged, so that the driving force of the engine is the odd speed shift start clutch 2, the fifth speed gear set G5, the output gears 36, 34. Is transmitted to the transmission output shaft 6 to transmit the fifth speed power.

  When upshifting from the fifth speed to the sixth speed, first, the sixth speed-reverse speed shift fork 54 is operated to the right, and the sixth speed gear set G6 is drivingly coupled to the countershaft 8 by the meshing clutch 44. Thereafter, the odd-numbered speed start clutch 2 is released and the even-numbered speed start clutch 4 is engaged, so that the driving force of the engine is the even speed start clutch 4, the sixth speed gear set G6, the output gears 36, 34. Is output to the transmission output shaft 6 to transmit the sixth speed power. When downshifting from the sixth speed to the first speed is performed in the reverse order of the upshift.

  When selecting reverse, the 6-speed-reverse speed shift fork 54 is operated to the left, and the reverse gear 33 is drivingly coupled to the countershaft 8 by the meshing clutch 44. After that, by engaging the even-numbered speed start clutch 4, the engine driving force is transmitted through the even-numbered speed start clutch 4, the second speed gear set G 2, the reverse speed gear 33, and the output gears 36 and 34. It is output to the shaft 6 to transmit reverse speed power. At this time, in preparation for the change of the instruction from reverse to forward by the lever operation of the driver, it is possible to start smoothly by engaging the first speed gear stage with the odd-numbered speed gear transmission input shaft 1 in advance. It is.

Next, the mechanical interlock will be described.
First, when all gears are in a neutral state and forward is selected by the driver's lever operation, the automatic transmission control device engages the first gear set G1 with the odd-numbered gear stage transmission input shaft 1, The even speed change gear input shaft 3 is engaged with the second speed gear set G2. In the stop state, the odd-numbered speed start clutch 2 and the even-numbered speed start clutch 4 are opened, and the driving torque generated by the engine is not transmitted to the transmission output shaft 6.

In response to the driver's accelerator operation, the automatic transmission control device operates the odd-numbered speed start clutch actuator 65 to start, and engages the odd-numbered speed start clutch 2. The torque transmission path at this time is the path shown in FIG. 2, and the driving force of the engine is output to the transmission output shaft 6 via the odd speed shift clutch 2, the first speed gear set G1, and the output gears 35 and 34. The first speed power is transmitted. At this time, the even-speed transmission input shaft 3 is driven by the torque transmitted from the counter shaft 7 via the second gear set G2 previously engaged, but the even-speed gear start clutch 4 is released. The mechanical interlock does not occur. The countershaft 8 is also driven by the torque transmitted through the transmission output shaft 6 and the output gears 34 and 36. However, since no gear set is engaged, the countershaft 8 rotates freely.

  Here, a case is considered in which the reverse speed gear set GR is engaged in advance due to a failure or the like before the driver selects forward. At this time, the automatic transmission control device is in a state where it does not recognize the state in which the reverse speed gear set GR is engaged. When the forward speed is selected by operating the driver lever while the reverse gear set GR is engaged, the first speed gear set G1 is engaged with the odd speed transmission input shaft 1 by the automatic transmission control device, The even speed change gear input shaft 3 is engaged with the second speed gear set G2. In the stop state, the odd-numbered speed start clutch 2 and the even-numbered speed start clutch 4 are opened, and the driving torque generated by the engine is not transmitted to the transmission output shaft 6.

  However, when the automatic transmission control device operates the odd speed shift clutch actuator 65 to start the vehicle according to the accelerator operation of the driver and engages the odd speed shift clutch 2, the torque transmission path at this time is shown in FIG. The engine driving force is output to the transmission output shaft 6 via the odd speed start clutch 2, the first speed gear set G1, and the output gears 35 and 34, and the first speed power is transmitted. The At this time, the even-speed transmission input shaft 3 is first driven by the torque transmitted from the countershaft 7 through the second speed gear set G2 that is previously engaged. On the other hand, the countershaft 8 driven by the torque transmitted through the transmission output shaft 6 and the output gears 34 and 36 is also driven by the torque transmitted through the reversing speed gear set GR engaged in advance. The That is, even if the odd-numbered speed start clutch 2 is engaged, the rotation is fixed, and mechanical interlock is generated.

  Next, the control operation of automatic transmission control apparatus 100, which is the control means in Embodiment 1 of the present invention, will be described with reference to the drawings.

  FIG. 4 is a flowchart showing a control operation of the transmission mechanism abnormality detection unit for detecting abnormality of the transmission mechanism of the odd-numbered transmission stage transmission input shaft 1 of the automatic transmission when the vehicle is stopped in the first embodiment.

  First, in step 101, the automatic transmission control apparatus 100, which is a control means, determines that the vehicle is in a stopped state and is in a brake operation. Here, the stop state of the vehicle is obtained from a transmission output shaft rotational speed sensor 83 attached to the transmission output shaft 6 connected to the wheels.

In step 102, it is confirmed that this is a neutral instruction.
For example, it is confirmed that the driver's lever operation selects parking or neutral, and the gear position instruction of the automatic transmission control device 100 is a neutral instruction.

In step 103, a map value in which a predetermined time tf1 required for synchronizing the engine speed and the odd-numbered speed transmission input shaft 1 with the engine speed as a parameter as shown in FIG. 5 is set in advance. Ask from. Here, the predetermined time tf1 is generated by generating a transmission torque Ttcap of the starting clutch 2 that is determined as a value sufficient for the odd-speed transmission input shaft 1 to follow the engine speed in a neutral state by an actual vehicle test. The number of revolutions of the odd-numbered speed transmission input shaft 1 is a value set in advance as a time required to synchronize with the engine speed from the rotation stop state, for example, 1 second. 1 second is set as a time during which the transmission mechanism does not malfunction when the slip state continues for more than 1 second.

In step 104, the odd speed shift start clutch actuator 65 is operated so that the transmission torque Ttcap is generated. Here, the operation amount F of the odd speed start clutch actuator 65 is calculated, for example, by the following equation (1).
F = Ttcap / ((constant determined by mechanism) × (friction coefficient)) (1)
Here, the constant determined by the mechanism is a constant set in advance by the mechanism of the odd-numbered speed start clutch 2.

Subsequently, in step 105, even if the predetermined time tf1 or more obtained in step 104 has elapsed, as shown in FIG. 6 (b), the engine speed measured by the engine speed sensor 80 and the odd speed transmission input. When the deviation ΔN of the rotational speed of the transmission input shaft measured by the shaft rotational speed sensor 81 does not fall within the predetermined value ΔNslip, the routine proceeds to step 106.
On the other hand, as shown in FIG. 6A within a predetermined time, if the deviation ΔN between the engine speed and the transmission input shaft speed falls within a predetermined value, it is determined as normal. Here, the predetermined value ΔNslip is a preset value, for example, 50 rpm.

  In step 106, the automatic transmission control device 100, which is a control means, sets a failure flag indicating that the transmission mechanism is abnormal, and stores a failure history and notifies the driver of an abnormality due to lighting of a lamp (not shown). Also, the starting clutch is released.

  Note that the operation of the speed change mechanism abnormality detecting unit for detecting an abnormality of the speed change mechanism of the even speed change gear input shaft 3 can also be performed by the same means as in FIG.

As described above, according to the control device for an automatic transmission according to the first embodiment of the present invention, when the neutral is instructed while the vehicle is stopped, the odd-numbered gear start clutch and the even-numbered gear start clutch start clutch By operating the actuator, a transmission torque sufficient to rotate the transmission input shaft in the neutral state is generated in the gear start clutch.
Then, the engine speed is compared with the speed of the transmission input shaft that operates the starting clutch actuator, and if the deviation does not fall within the predetermined value within a predetermined time set in advance using the engine speed as a parameter, By determining that the mechanism is abnormal, it is possible to detect a state where a mechanical interlock occurs without using a shift fork position sensor, and to avoid overloading the starting clutch and torque transmission mechanism in advance. Is possible.

It is a figure which shows schematic structure of the control apparatus of the automatic transmission in Embodiment 1 of this Example. FIG. 5 is a diagram illustrating a torque transmission path when a vehicle starts in a forward instruction in a general automatic transmission control device. It is a figure which shows the torque transmission path | route at the time of vehicle start in the forward instruction | indication in the state in which the reverse speed gear set GR was engaged by the failure in the general automatic transmission control apparatus. It is a flowchart which shows the control action for detecting abnormality of the speed change mechanism of the control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention. It is explanatory drawing of an example of the map which calculates | requires the failure determination time tf1 of the automatic transmission control apparatus which concerns on Embodiment 1 of this invention. 4 is a time chart when the automatic transmission according to the first embodiment of the present invention is normal and abnormal.

Explanation of symbols

1 odd-numbered shift transmission input shaft, 2 odd-numbered shift start clutch, 3 even-numbered shift transmission input shaft, 4 even-numbered shift start clutch, 5 transmission drive force input shaft, 6 transmission output shaft,
G1 1st speed gear set, G2 2nd speed gear set, G3 3rd speed gear set,
G4 4th speed gear set, G5 5th speed gear set, G6 6th speed gear set,
GR reverse speed gear set, 41, 42, 43, 44 meshing clutch,
51, 52, 53, 54 Shift fork,
61, 62, 63, 64 Shift fork actuator,
65 Odd-speed shift clutch actuator,
66 Even speed shift start clutch actuator,
80 engine speed sensor, 81 odd speed transmission input shaft speed sensor 82 even speed transmission input shaft speed sensor, 83 output shaft speed sensor 100 automatic transmission control device (control means).

Claims (2)

Odd-speed transmission input shaft and even-speed transmission input shaft to which driving torque generated by the engine is input via an odd-speed transmission clutch or an even-speed transmission clutch, and the odd-speed transmission input shaft and even-number A plurality of torque transmission paths provided in each of the transmission stage transmission input shafts, a transmission output shaft connected to a wheel, and a plurality of meshing clutches for engaging the plurality of torque transmission paths and the transmission output shaft. An automatic transmission control device comprising:
A start clutch actuator for operating the odd speed start clutch and an even speed start clutch, a shift fork actuator for operating the meshing clutch, and driving the start clutch actuator and the shift fork actuator at the time of a shift request, respectively. And a control means for executing a shift by switching between the odd-numbered speed start clutch and the even-numbered speed start clutch, and the control means operates the start clutch actuator to thereby change the speed stage when the vehicle stops. Is operated neutral, the transmission input shaft in the neutral state is rotated, the engine output shaft rotational speed is compared with the neutral transmission input shaft rotational speed, Deviation is based on engine speed as a parameter Within a predetermined time set in advance Te, if it does not fit within the predetermined value, the control apparatus for an automatic transmission is characterized in that so as to detect that the transmission mechanism is abnormal.   During the predetermined time, a transmission torque having a value sufficient for the transmission input shaft to follow the engine speed is generated in the starting clutch of the transmission input shaft whose gear position is in the neutral state when the vehicle is stopped by an actual vehicle experiment. 2. The control apparatus for an automatic transmission according to claim 1, wherein the transmission input shaft is set as a time required for synchronizing with an engine speed from a rotation stop state.

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