JP5239760B2 - Vehicle shift control device - Google Patents

Description

  The present invention relates to a technical field of a vehicle shift control device.

2. Description of the Related Art Conventionally, in a vehicle speed change control device, when the rate of decrease in a sensor value of a vehicle speed sensor, which is a vehicle speed detection means, exceeds a disconnection determination threshold value, a failure is determined and the previous value of the sensor value is held, and the sensor value is zero This prevents a sudden downshift from occurring. An example relating to the technique described above is described in Patent Document 1, for example.
Japanese Patent Laid-Open No. 08-093912

  However, in the above prior art, when a failure occurs in which the rate of decrease of the sensor value does not exceed the disconnection determination threshold, as in the case of a half-break or a pulse missing failure, the failure is not determined and the sensor value An unintended downshift is performed in response to the decrease.

  An object of the present invention is to provide a vehicle speed change control device that can prevent a sudden downshift from occurring at the time of a half-break or a pulse missing failure.

In order to achieve the above object, in the present invention, the vehicle speed detection value detected by the vehicle speed detection means and the post-offset vehicle speed calculation value obtained by subtracting a predetermined offset value from the vehicle speed calculation value calculated by the vehicle speed calculation means. The higher one is selected as the control vehicle speed, the transmission gear ratio is set based on the control vehicle speed, and the offset value is always calculated as the vehicle speed calculation value after offset when the vehicle speed detection means is operating normally. When the control vehicle speed is switched from the vehicle speed detection value to the post-offset vehicle speed calculation value, the transmission is set to a value that does not cause two or more downshifts .

  In the present invention, it is possible to prevent a sudden downshift from occurring at the time of a half-break or a failing pulse.

  Hereinafter, the best mode for carrying out the present invention will be described based on examples.

FIG. 1 is a system diagram showing a power train for a vehicle including an automatic manual transmission according to a first embodiment together with its control system. FIG. 2 is a skeleton diagram of the twin clutch type automatic manual transmission according to the first embodiment.
The power train for a vehicle shown in FIG. 1 includes an engine 1 and a twin clutch automatic manual transmission (transmission) 2 which are vehicle drive sources as main components.

The output shaft (crankshaft 1a in FIG. 2) of the engine 1 includes an automatic wet rotation clutch C1 for odd-numbered gears (first speed, third speed, fifth speed, reverse) in the clutch housing 3, and even gear speeds. Odd gears of the twin clutch type automatic manual transmission 2 (first speed, third speed, fifth speed, reverse) via the automatic wet rotary clutch C2 for (second speed, fourth speed, sixth speed) It can be coupled to the first input shaft 4 (see FIG. 2) and the second input shaft 5 (see FIG. 2) for even gears (second speed, fourth speed, sixth speed).
The output shaft 6 (see FIG. 2) of the twin-clutch automatic manual transmission 2 is coupled to the left and right drive wheels via a propeller shaft and a differential gear device (not shown).

The twin clutch type automatic manual transmission 2 will be described in detail with reference to FIG.
The output shaft (crankshaft 1a) of the engine 1 includes an automatic wet rotation clutch C1 for odd gears (first speed, third speed, fifth speed, reverse), and even gear speeds (second speed, fourth speed). , 6th speed) is automatically coupled to the automatic clutch drum C / D common to the automatic wet rotary clutch C2.

As described above, the twin-clutch automatic manual transmission has a first input shaft 4 for odd-numbered gears (first speed, third speed, fifth speed, reverse) and an even-numbered gear speed (second speed, fourth speed). , 6th speed), and the first input shaft 4 and the second input shaft 5 are coupled to the clutch hubs 7 and 8 of the respective automatic clutches C1 and C2.
The rotation of the engine output shaft 1a can be selectively input to the first input shaft 4 and the second input shaft 5 via the odd speed shift clutch C1 and the even speed shift clutch C2.

The gear transmission mechanism of the twin clutch type automatic manual transmission will be described in detail below.
Of the first input shaft 4 and the second input shaft 5 to which engine rotation is selectively input via the odd-numbered speed clutch C1 and the even-numbered speed clutch C2, the second input shaft 5 is hollow, and the first input shaft 4 is hollow. Although fitted on the input shaft 4, the inner first input shaft 4 and the outer second input shaft 5 are rotatable concentrically with each other.

Of the first input shaft 4 and the second input shaft 5 that are rotatably fitted to each other as described above, the first input shaft 4 has a rear end far from the clutch hub 7 from the rear end of the second input shaft 5. The rear end extension 4 a is set on the first input shaft 4.
A counter shaft 10 is provided in parallel with the first input shaft 4, the second input shaft 5, and the output shaft 6.

A counter gear 11 is provided at the rear end of the counter shaft 10 so as to be integrally rotatable, and an output gear 12 is provided in the same plane perpendicular to the axis, and the output gear 12 is coupled to the output shaft 6.
The counter gear 11 and the output gear 12 are engaged with each other to drive-couple the counter shaft 10 to the output shaft 6.

  Between the rear end extension 4a of the first input shaft 4 and the countershaft 10, the gear sets G1, G3, G5 of the odd-numbered speed stages (first speed, third speed, fifth speed) group and the reverse speed stage A gear set GR is provided, and these are arranged in the order of the first speed gear set G1, the reverse gear set GR, the fifth speed gear set G5, and the third speed gear set G3 from the front side close to the engine 1.

The first speed gear set G1 includes a first speed input gear 13 formed integrally with the rear end extension 4a of the first input shaft 4 and a first speed output gear 14 provided rotatably on the countershaft 10. To be configured.
The reverse gear set GR is meshed with the reverse input gear 15 formed integrally with the rear end extension 4 a of the first input shaft 4, the reverse output gear 16 rotatably provided on the counter shaft 10, and the gears 15, 16. Thus, the gears 15 and 16 are constituted by a reverse idler gear 17 that is drivingly coupled in the reverse direction.
The reverse idler gear 17 is rotatably supported by a reverse idler shaft 18 planted in the transmission case.

The third speed gear set G3 includes a third speed input gear 19 that is rotatably provided on the rear end extension 4a of the first input shaft 4, and a third speed output gear 20 that is drivingly coupled to the countershaft 10. Are configured to mesh with each other.
The fifth speed gear set G5 includes a fifth speed input gear 31 that is rotatably provided on the rear end extension 4a of the first input shaft 4, and a fifth speed output gear 32 that is drivingly coupled to the countershaft 10. Are configured to mesh with each other.

The countershaft 10 is further provided with a first speed-reverse synchronous meshing mechanism 21 disposed between the first speed output gear 14 and the reverse output gear 16.
When the first-speed-reverse synchronous meshing mechanism 21 is engaged with the automatic clutch gear 21b by causing the coupling sleeve 21a that rotates together with the countershaft 10 to move leftward from the neutral position shown in the figure, the first-speed output gear 14 is moved to the countershaft. 10 is capable of realizing the first speed. When the coupling sleeve 21a is moved rightward from the illustrated neutral position and meshed with the automatic clutch gear 21c, the reverse output gear 16 is drivingly coupled to the countershaft 10 so that the reverse can be realized.

The rear end extension 4 a of the first input shaft 4 is further provided with a third-speed fifth-speed synchronous meshing mechanism 22 disposed between the third-speed input gear 19 and the fifth-speed input gear 31.
The 3-speed-5-speed synchronous meshing mechanism 22 is used when the coupling sleeve 22a rotating together with the first input shaft 4 (rear end extension 4a) is moved rightward from the illustrated neutral position to mesh with the automatic clutch gear 22b. The third speed input gear 19 is drivingly coupled to the first input shaft 4 to realize the third speed. When the coupling sleeve 22a is moved leftward from the illustrated neutral position and meshed with the automatic clutch gear 22c, the fifth speed input gear 31 is drivingly coupled to the first input shaft 4 to realize the fifth speed. .

Between the hollow second input shaft 5 and the countershaft 10, a gear set of an even-numbered speed stage (second speed, fourth speed, sixth speed) group, that is, the sixth gear sequentially from the front side close to the engine. A speed gear set G6, a second speed gear set G2, and a fourth speed gear set G4 are provided.
The sixth speed gear set G6 is disposed at a relatively front portion of the second input shaft 5, the fourth speed gear set G4 is disposed at the rear end of the second input shaft 5, and the second speed gear set G2 is the second input. It arrange | positions in the center part between these front parts of the axis | shaft 5, and a rear end.

The sixth speed gear set G6 has a sixth speed input gear 23 integrally formed on the outer periphery of the second input shaft 5 and a sixth speed output gear 24 rotatably provided on the countershaft 10 meshing with each other. Configure.
The second speed gear set G2 is formed by meshing a second speed input gear 25 integrally formed on the outer periphery of the second input shaft 5 and a second speed output gear 26 rotatably provided on the countershaft 10. Configure.
The fourth speed gear set G4 includes a fourth speed input gear 27 integrally formed on the outer periphery of the second input shaft 5 and a fourth speed output gear 28 that is rotatably provided on the countershaft 10 and meshes with each other. Configure.

The countershaft 10 is further provided with a synchronous mesh mechanism 29 dedicated to the sixth speed, which is disposed between the sixth speed output gear 24 and the second speed output gear 26.
When the coupling sleeve 29a that rotates together with the countershaft 10 is moved to the left from the neutral position shown in the figure and meshed with the automatic clutch gear 29b, the sixth-speed exclusive gearing mechanism 29 causes the sixth-speed output gear 24 to engage the countershaft 10. It is assumed that the sixth speed can be realized by driving coupling.

Further, the countershaft 10 is provided with a second-speed / four-speed synchronous meshing mechanism 30 disposed between the second-speed output gear 26 and the fourth-speed output gear 28.
The second-speed / four-speed synchronous meshing mechanism 30 is configured such that when the coupling sleeve 30a rotating together with the countershaft 10 is moved leftward from the illustrated neutral position and meshed with the automatic clutch gear 30b, the second speed output gear 26 is countered. It is assumed that the second speed can be realized by being coupled to the shaft 10. When the coupling sleeve 30a is moved rightward from the illustrated neutral position and meshed with the automatic clutch gear 30c, the fourth speed output gear 28 is drivingly coupled to the countershaft 10 to realize the fourth speed.

Next, the automatic transmission operation of the twin clutch type automatic manual transmission having the above-described configuration will be described.
(Non-driving range)
In a non-traveling range such as a neutral (N) range or a parking (P) range where power transmission is not desired, both automatic wet-rotating clutches C1 and C2 are released, and synchronous mesh mechanisms 21, 22, and 29 are used. , 30 are set to the neutral position shown in the figure, and the twin clutch type automatic manual transmission is set to a neutral state where no power is transmitted.
In the parking (P) range, the transmission output shaft 6 is mechanically locked so as not to rotate by the park lock device.

(Travel range)
In the driving range such as the D range where forward power transmission is desired and the R range where reverse power transmission is desired, hydraulic oil from the oil pump O / P (see FIG. 2) driven by the engine 1 is used as a medium. By shifting the coupling sleeves 21a, 21b, 29a, 30a of the synchronous mesh mechanisms 21, 22, 29, 30 as described below and controlling the engagement / release of the automatic clutches C1, C2, A reverse gear can be realized.

(D range, 1st speed)
When the first speed is desired in the forward travel range such as the D range, the coupling sleeve 21a of the synchronous meshing mechanism 21 is moved to the left to drive-couple the gear 14 to the countershaft 10, and thereby the odd gear group of the odd-numbered gear group. After the pre-shift to the first speed, the automatic wet rotation clutch C1 that has been released in the non-traveling range is engaged.
As a result, engine rotation from the automatic clutch C1 is output from the output shaft 6 via the first input shaft 4, the first speed gear set G1, the countershaft 10, and the output gear sets 11 and 12, and power is transmitted at the first speed. It can be performed.

When the first speed is realized for starting, a smooth front start without starting shock is performed by slip engagement control for engaging and engaging the automatic clutch C1.
Further, when the first speed is realized in response to the selection operation from the N range to the D range, the coupling sleeve 30a of the synchronous meshing mechanism 30 is moved to the left simultaneously with the pre-shifting of the odd speed group to the first speed. The gear 26 is driven and coupled to the countershaft 10, thereby pre-shifting the even speed group to the second speed is completed.
Therefore, since the automatic clutch C2 continues to be released in the non-traveling range, the second speed is not realized.

(D range, 2nd speed)
When upshifting from 1st speed to 2nd speed, the even-numbered gear group is preshifted to 2nd speed as described above when N → D is selected, so the automatic clutch C1 is released and released in the non-traveling range. The automatic clutch C2 that has been in a state of being engaged can be advanced (slip engagement control), that is, the upshift from the first speed to the second speed can be performed by switching the two automatic clutches C1 and C2.
As a result, the engine rotation from the automatic clutch C2 is output from the output shaft 6 via the second input shaft 5, the second speed gear set G2, the countershaft 10, and the output gear sets 11 and 12, and the power is transmitted at the second speed. It can be performed.
When the 1 → 2 shift is completed, the coupling sleeve 22a of the synchronous meshing mechanism 22 is moved to the right to drively connect the gear 19 to the first input shaft 4 to perform the 1 → 3 preshift of the odd-numbered shift stage group. Keep it.

(D range, 3rd speed)
When the upshift from the second speed to the third speed is performed, the odd-numbered speed group is preshifted to the third speed as described above during the 1 → 2 upshift. The automatic clutch C1 that has been released can be engaged (slip engagement control), that is, the upshift from the second speed to the third speed can be performed by switching between the two automatic clutches.
As a result, the engine rotation from the automatic clutch C1 is output from the output shaft 6 via the first input shaft 4, the third speed gear set G3, the countershaft 10, and the output gear sets 11 and 12, and the power is transmitted at the third speed. It can be performed.
When the 2 → 3 shift is completed, the coupling sleeve 30a of the synchronous meshing mechanism 30 is returned to the neutral position to disconnect the gear 26 from the countershaft 10, and the coupling sleeve 30a of the synchronous meshing mechanism 30 is moved to the right. The gear 28 is drivably coupled to the countershaft 10 to perform 2 → 4 preshift of the even gear group.

(D range, 4th speed)
When shifting up from the 3rd speed to the 4th speed, the even gear group is pre-shifted to the 4th speed as described above during the 2 → 3 upshift, so the automatic clutch C1 is released and the 3rd speed is The automatic clutch C2 that has been released can be engaged (slip engagement control), that is, the upshift from the third speed to the fourth speed can be performed by switching between the two automatic clutches.
As a result, the engine rotation from the automatic clutch C2 is output from the output shaft 6 via the second input shaft 5, the fourth speed gear set G4, the counter shaft 10, and the output gear sets 11, 12, and the power transmission at the fourth speed is performed. It can be performed.
When the 3 → 4 shift is completed, the coupling sleeve 22a of the synchronous meshing mechanism 22 is returned to the neutral position to disconnect the gear 19 from the first input shaft 4, and the coupling sleeve 22a of the synchronous meshing mechanism 22 is moved to the left. Thus, the gear 31 is coupled to the first input shaft 4 to perform the 3 → 5 preshift of the odd-numbered speed group.

(D range, 5th speed)
When upshifting from the 4th speed to the 5th speed, the odd-numbered speed group is preshifted to the 5th speed as described above during the 3 → 4 upshift, so the automatic clutch C2 is released and the 4th speed The automatic clutch C1, which has been in the released state, is engaged (slip engagement control), that is, the upshift from the fourth speed to the fifth speed is performed by switching between the two automatic clutches.
As a result, the engine rotation from the automatic clutch C1 is output from the output shaft 6 via the first input shaft 4, the fifth speed gear set G5, the countershaft 10, and the output gear sets 11 and 12, and the power transmission at the fifth speed is performed. It can be performed.
When the above 4 → 5 shift is completed, the coupling sleeve 30a of the synchronous meshing mechanism 30 is returned to the neutral position to disconnect the gear 28 from the countershaft 10, and the coupling sleeve 29a of the synchronous meshing mechanism 29 is moved to the left. The gear 24 is drivably coupled to the countershaft 10 to cause a 4 → 6 preshift of the even gear group.

(D range, 6th speed)
When upshifting from the 5th speed to the 6th speed, since the even gear group is preshifted to the 6th speed as described above during the 4 → 5 upshift, the automatic clutch C1 is released and the 5th speed is The automatic clutch C2 that has been released is engaged (slip engagement control), that is, the upshift from the fifth speed to the sixth speed is performed by switching between the two automatic clutches.
As a result, the engine rotation from the automatic clutch C2 is output in the axial direction from the output shaft 6 via the second input shaft 5, the sixth speed gear set G6, the counter shaft 10, and the output gear sets 11, 12, and at the sixth speed. Power transmission can be performed.
The shift after the 5 → 6 shift has only a downshift, and the odd-numbered gear group should be pre-shifted to the fifth speed immediately below. Therefore, the coupling sleeve 22a of the synchronous meshing mechanism 22 is moved to the fifth speed. The gear 31 is kept connected to the first input shaft 4 while maintaining the same left row position as that at the time of realization.

  In addition, when downshifting from the sixth speed to the first speed in sequence, the shift control opposite to the upshift described above, that is, through the sequential preshift control in the reverse direction and the engagement / release control of the automatic clutches C1 and C2 as described above. Thus, a predetermined downshift can be performed.

(R range)
When the reverse travel range is desired and the non-travel range is switched to the R range, the coupling sleeve 21a of the synchronous meshing mechanism 21 is moved to the right from the neutral position, and the gear 16 is drivably coupled to the countershaft 10. After the preshift of the gear group to the reverse gear, the automatic wet rotation clutch C1 that has been released in the non-traveling range is engaged.
As a result, the engine rotation from the automatic clutch C1 is output from the output shaft 6 via the first input shaft 4, the reverse gear set GR, the counter shaft 10, and the output gear sets 11 and 12, and at this time, the engine rotates by the reverse gear set GR. Since the direction is reversed, power transmission at the reverse gear can be performed.
Note that when starting at the reverse gear, smooth post-start without start shock is performed by slip engagement control for engaging and advancing the automatic clutch C1.

  Engagement / release control of the automatic clutches C1 and C2 in the twin-clutch automatic manual transmission 2 described above is performed by the first clutch solenoid 63 and the second clutch solenoid 64 in FIG.

  Further, the stroke control (shift control) of the coupling sleeves 21a, 21b, 29a, 30a forming the synchronous mesh mechanisms 21, 22, 29, 30 is not shown in FIG. This is done by a shift actuator.

  The transmission control of the twin clutch type automatic manual transmission 2 via the clutch solenoids 63 and 64 and the shift actuators 45, 46, 47 and 48 is executed by a transmission controller (shift control means) 111.

  For this reason, the transmission controller 111 receives a signal from a vehicle speed sensor (vehicle speed detection means) 112 that detects the vehicle speed VSP from the rotational speed of the output shaft 6 of the twin clutch type automatic manual transmission 2, and the driver receives P, R, N, Oil that detects the amount of oil Q in the disengaged side automatic clutch among the automatic clutches C1 and C2 and the inhibitor signal (selection range signal) from the shift lever 113 operated to select the D range. The signal of the quantity sensor 114 and the signal of the ABS controller (vehicle speed calculation means) 122 for calculating the pseudo vehicle speed (vehicle speed calculation value) Vx are input.

  The output of the engine 1 is determined by the engine controller 115 performing the fuel injection amount control via the injector 116 and the intake air amount control via the throttle valve 117. For this reason, the engine controller 115 detects the engine speed Ne. A signal of the engine rotation sensor 118 to be input and a signal of the accelerator opening sensor 119 for detecting the accelerator pedal depression amount (accelerator opening) APO are input.

  The engine controller 115 and the transmission controller 111 are each connected to a CAN (Controller Area Network) communication line 121, and exchange information including an input signal between them to be used for each control.

  The ABS controller 122 calculates the pseudo vehicle speed Vx based on each wheel speed from a wheel speed sensor (not shown) that detects the wheel speed of each wheel, and according to the deviation between each wheel speed and the pseudo vehicle speed Vx. Thus, the braking force of each wheel is adjusted so that the slip ratio of each wheel becomes a desired value. Here, the calculation method of the pseudo vehicle speed Vx is arbitrary. For example, the method of setting the highest wheel speed among the wheel speeds as the pseudo vehicle speed, or the average value of the wheel speeds of the left and right drive wheels (left and right rear wheels) A method of setting the pseudo vehicle speed Vx can be used. The ABS controller 122 outputs the pseudo vehicle speed Vx to the CAN communication line 121.

  The transmission controller 111 includes a vehicle speed VSP from the vehicle speed sensor 112 and a post-offset CAN vehicle speed (a post-offset vehicle speed calculation value) Vx-o obtained by subtracting a predetermined offset value Vo from the pseudo vehicle body speed Vx from the ABS controller 122. The higher value is selected as the control vehicle speed V, the target shift speed is selected from a preset shift map based on the control vehicle speed V and the accelerator opening APO, and the above-described shift control is performed. Here, in the shift map, the horizontal axis is the vehicle speed V, the vertical axis is the accelerator opening APO, and the higher speed shift stage is selected as the control vehicle speed is higher.

[Shift control process]
FIG. 3 is a flowchart showing the flow of the shift control process when the D range is selected, which is executed by the transmission controller 111 of the first embodiment. Each step will be described below. In the following description, the vehicle speed VSP from the vehicle speed sensor 112 is referred to as “sensor value”, and the pseudo vehicle speed Vx obtained from the ABS controller 122 via the CAN communication line 121 is referred to as “CAN vehicle speed”.

  In step S1, sensor value VSP, CAN vehicle speed Vx, and accelerator opening APO are input, and the process proceeds to step S2.

  In step S2, a difference ΔVSP between the sensor value VSP and the previous value VSPn−1 of the sensor value input and stored in the previous control cycle is calculated, and the process proceeds to step S3.

  In step S3, it is determined whether or not the difference ΔVSP is larger than a predetermined disconnection determination threshold value ΔVSPth. If YES, the process proceeds to step S4, and if NO, the process proceeds to step S5 (corresponding to disconnection determination means). Here, the threshold value ΔVSPth for disconnection determination is a value that can be determined to be a disconnection of the vehicle speed sensor 112.

In step S4, the previous value VSPn-1 of the sensor value is set as the control vehicle speed V, and the process proceeds to step S9.
V = VSPn-1

In step S5, an offset CAN vehicle speed Vx-o obtained by subtracting a predetermined offset value Vo from the CAN vehicle speed Vx is calculated, and the process proceeds to step S6.
Vx-o = Vx−Vo

  Here, the offset value Vo is a value at which the post-offset CAN vehicle speed Vx-o is always lower than the sensor value VSP when the sensor value VSP is normal, and the control vehicle speed V is offset from the sensor value VSP. When switching to o, the gear position of the twin-clutch automatic manual transmission 2 is set to a value that does not cause a downshift of two or more stages.

  In step S6, it is determined whether or not the sensor value VSP is equal to or higher than the post-offset CAN vehicle speed Vx-o. If YES, the process proceeds to step S7, and if NO, the process proceeds to step S8.

In step S7, the sensor value VSP is set to the control vehicle speed V, and the process proceeds to step S9.
V = VSP

In step S8, the offset CAN vehicle speed Vx-o is set to the control vehicle speed V, and the process proceeds to step S9.
V = Vx-o

  In step S9, based on the control vehicle speed V and the accelerator opening APO, the shift stage is determined with reference to the shift map described above, a shift command is output to the twin clutch type automatic manual transmission 2, and the process proceeds to return.

Next, the operation will be described.
In the automatic transmission including the twin clutch type automatic manual transmission according to the first embodiment, an appropriate gear ratio is selected using the sensor value VSP detected by the vehicle speed sensor that detects the output shaft rotational speed. For this reason, when the pulse cannot be detected due to disconnection of the vehicle speed sensor or the like and the sensor value VSP decreases, an unintended downshift occurs. For example, if a disconnection occurs during travel at 100 km / h, the sensor value is determined to be 0 km / h, and a shift from the high gear (5th speed, 6th speed) to the 1st speed is performed. An unintended downshift occurs.

  As a fail-safe to prevent the occurrence of unintended downshifts as described above, when the pulse becomes undetectable, the CAN vehicle speed Vx (pseudo vehicle speed obtained via the CAN communication line) is used, and the sensor value VSP There are known methods to determine the control vehicle speed V by selecting high with the CAN vehicle speed Vx, and to hold the previous value by determining a disconnection if the difference between the current value of the sensor value VSP and the previous value is excessive. ing.

The problems of the above conventional fail-safe are shown below.
First, in the former method in which the sensor value and the pseudo vehicle speed are selected high, the CAN vehicle speed Vx is a value obtained via the CAN communication line after being calculated by the ABS controller based on each wheel speed. There is a delay with respect to the sensor value VSP of the vehicle speed sensor. This delay is caused by computation, CAN communication cycle, and the like.

  Therefore, when the driver suddenly decelerates the vehicle when the vehicle speed sensor is normal, a state occurs in which the CAN vehicle speed Vx becomes larger than the sensor value VSP as shown in FIG. The ratio is determined. For this reason, a shift (delay) occurs in the shift timing, which may cause over-rotation of the engine and the transmission and deterioration of the shift shock.

  Originally, when the sensor value VSP of the vehicle speed sensor is normal, it is desirable to determine the gear ratio based on the sensor value VSP as shown in FIG. This is because the detection value of the vehicle speed sensor that directly detects the output shaft rotation speed of the transmission is a value that is not delayed by calculation or communication, and there is no delay in the shift timing.

  On the other hand, in the latter method of holding the previous value of the sensor value, as shown in FIG. 6, when a failure occurs in which the sensor value VSP of the vehicle speed sensor gradually decreases with the expansion of the half-broken line or the missing pulse, the sensor value Since the difference between the current value of the VSP and the previous value is small, it is not determined as a disconnection. For this reason, the previous value is not held, and there is a possibility that an unintended downshift accompanying the sudden decrease in the sensor value VSP may occur.

  In contrast, in the first embodiment, the sensor value VSP and the offset CAN vehicle speed Vx-o are compared (step S6). If the sensor value VSP is equal to or higher than the offset CAN vehicle speed Vx-o, the sensor value VSP is set. Is the control vehicle speed V (step S7). On the other hand, if the sensor value VSP is lower than the offset CAN vehicle speed Vx-o, the offset CAN vehicle speed Vx-o is set as the control vehicle speed V (step S8). That is, the control vehicle speed V is determined based on the select high of the sensor value VSP and the offset CAN vehicle speed Vx-o.

(When a half-break occurs)
FIG. 7 is a time chart showing the control vehicle speed selection action when a half-break occurs in Example 1, and the vehicle is traveling at a constant speed.

  In the section up to time t1, since the sensor value VSP ≧ the CAN vehicle speed Vx−o after offset, the sensor value VSP is selected as the control vehicle speed V. Here, VSP> Vx-o is because the offset value Vo is set to a value such that the post-offset CAN vehicle speed Vx-o is always lower than the sensor value VSP when the sensor value VSP is normal.

  As described above, the sensor value VSP, which is a detection value of the vehicle speed sensor 112 that directly detects the rotation speed of the output shaft 6 of the twin clutch type automatic manual transmission 2, is compared with the CAN vehicle speed Vx, and is delayed by calculation and communication. Since there is no value, when the vehicle speed sensor 112 is normal, the gear position can be determined based on the sensor value VSP, so that the gear can be shifted at an optimal timing according to the vehicle speed.

  At time t1, a half-break occurs, and in the section after time t1, the sensor value VSP gradually decreases even though the vehicle is traveling at a constant speed. Therefore, the control vehicle speed V decreases as the sensor value VSP decreases.

  At the time t2, the sensor value <the CAN vehicle speed Vx-o after the offset, so the control vehicle speed V switches from the sensor value VSP to the CAN vehicle speed Vx-o after the offset, and after the time t1, the vehicle speed Vx-o after the offset Based on this, the gear position is determined. At this time, since the CAN vehicle speed Vx calculated from each wheel speed indicates an appropriate value according to the actual vehicle speed, it is possible to prevent a sudden downshift from occurring when the sensor value VSP suddenly becomes zero. .

  Here, the control vehicle speed V rapidly decreases from the sensor value VSP to the value of the offset CAN vehicle speed Vx-o, but the control vehicle speed V is switched from the sensor value VSP to the post-offset CAN vehicle speed Vx-o. At this time, the shift stage is set to a value that does not cause a downshift of two or more stages. For this reason, the uncomfortable feeling given to a driver can be suppressed with the deceleration by the downshift of two or more steps.

(At sudden deceleration)
FIG. 8 is a time chart showing the control vehicle speed selection action during sudden deceleration according to the first embodiment, and the vehicle speed sensor 112 is operating normally.

The section up to time t10 is the same as the section up to time t1 in FIG.
At time t10, the driver has started to depress the brake pedal. Therefore, in the section after time t10, the sensor value VSP and the post-offset CAN vehicle speed Vx-o decrease as the vehicle suddenly decelerates. At this time, since the sensor value VSP is always higher than the post-offset CAN vehicle speed Vx-o, the control vehicle speed V is maintained at the sensor value VSP.

In the transmission controller 111 of the first embodiment, the CAN vehicle speed Vx calculated by the ABS controller 122 is input from the ABS controller 122 via the CAN communication line 121 that is in-vehicle communication. Here, in CAN communication, since each signal is exchanged at a predetermined communication cycle, there is a time loss between when the ABS controller 122 calculates the CAN vehicle speed Vx and when it is input to the transmission controller 111. large.
On the other hand, when the vehicle speed sensor 112 is normal, by always selecting the sensor value VSP as the control vehicle speed V, it is possible to prevent the shift timing from being shifted (delayed).

Next, the effect will be described.
The speed change control device for a vehicle according to the first embodiment has the following effects.
(1) The transmission controller 111 selects the higher one of the sensor value VSP and the post-offset CAN vehicle speed Vx-o as the control vehicle speed V, and based on the control vehicle speed V, the twin-clutch automatic manual transmission 2 shift speed is switched. As a result, it is possible to prevent a sudden downshift from occurring at the time of a half-break or a failing pulse. Further, it is possible to prevent the shift timing from deviating (delaying) from the actual vehicle speed when the vehicle is suddenly decelerated.

  (2) When the control vehicle speed V is switched from the sensor value VSP to the offset CAN vehicle speed Vx-o, the twin-clutch automatic manual transmission 2 is set to a value that does not cause two or more downshifts. . As a result, it is possible to suppress the driver from feeling uncomfortable with the deceleration due to the downshift of two or more stages.

  (3) When the vehicle speed sensor 112 is operating normally, the offset vehicle speed Vx-o is always set to a value that is lower than the sensor value VSP when the vehicle speed sensor 112 is operating normally. As a result, when the vehicle speed sensor 112 is normal, the sensor value VSP can always be selected as the control vehicle speed V, and a shift (delay) occurs in the shift timing with respect to the actual vehicle speed. It can prevent the shock from deteriorating. That is, it is possible to perform a shift at an optimal timing with respect to the vehicle speed.

  (4) A vehicle speed sensor 112 that detects the output shaft rotational speed of the twin clutch type automatic manual transmission 2 and outputs it as a sensor value VSP, and an ABS controller 122 that outputs a pseudo vehicle speed Vx corresponding to the vehicle speed based on each wheel speed. Then, the CAN vehicle speed Vx-o after the offset is calculated by subtracting a predetermined offset value Vo from the CAN vehicle speed (pseudo vehicle speed) Vx input from the ABS controller 122 via the CAN communication line 121, and after the sensor value VSP and the offset A transmission controller 111 that selects a higher one of the CAN vehicle speeds Vx-o as a control vehicle speed V and sets a gear position of the twin clutch type automatic manual transmission 2 based on the control vehicle speed V; It was. As a result, it is possible to prevent a sudden downshift from occurring at the time of a half-break or a failing pulse. Further, it is possible to prevent the shift timing from deviating (delaying) from the actual vehicle speed when the vehicle is suddenly decelerated.

(Other examples)
The best mode for carrying out the present invention has been described with reference to the embodiments based on the drawings. However, the specific configuration of the present invention is not limited to that shown in the embodiments, and the gist of the present invention. Even if there is a design change that does not change the value, it is included in the present invention.

  For example, in the embodiment, a vehicle having a twin clutch type automatic manual transmission is shown as an example. However, the present invention can be applied to any configuration in which the transmission gear ratio is set (the gear stage is switched) according to the vehicle speed. The same operational effects as in the embodiment can be obtained.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a system diagram showing a vehicle powertrain including an automatic manual transmission according to a first embodiment together with its control system. 1 is a skeleton diagram of a twin-clutch automatic manual transmission according to Embodiment 1. FIG. 6 is a flowchart illustrating a flow of a shift control process when a D range is selected, which is executed by the transmission controller 111 according to the first embodiment. 6 is a time chart showing a shift timing delay at the time of sudden deceleration of the vehicle when the control vehicle speed is selected by selecting high of the sensor value and the CAN vehicle speed. It is a time chart which shows the selection method of the ideal vehicle speed for control at the time of a vehicle speed sensor normal. It is a time chart which shows generation | occurrence | production of the unintended downshift at the time of the failure by a half disconnection etc. in the case of maintaining the last value of a sensor value at the time of a vehicle speed sensor failure. 3 is a time chart showing a control vehicle speed selection operation when a half-break occurs in Example 1. 3 is a time chart showing a control vehicle speed selection action during sudden deceleration according to the first embodiment.

Explanation of symbols

2 Twin clutch type automatic manual transmission 6 Output shaft 111 Transmission controller (shift control means)
112 Vehicle speed sensor (vehicle speed detection means)
122 ABS controller (vehicle speed calculation means)

Claims (2)

Vehicle speed detection means for detecting the rotational speed at an arbitrary position on the drive transmission path between the drive source of the vehicle and the drive wheels, and outputting a vehicle speed detection value corresponding to the vehicle speed;
Vehicle speed calculation means for outputting a vehicle speed calculation value corresponding to the vehicle speed based on the rotational speed at a position different from the vehicle speed detection means on the drive transmission path;
The higher one of the vehicle speed detection value and the post-offset vehicle speed calculation value obtained by subtracting a predetermined offset value from the vehicle speed calculation value is selected as the control vehicle speed, and the transmission gear ratio based on the control vehicle speed is selected. Shift control means for setting
Equipped with a,
When the vehicle speed detection means is operating normally, the offset value is always a value where the calculated vehicle speed value after the offset is less than the detected vehicle speed value, and the control vehicle speed is changed from the detected vehicle speed to the after-offset vehicle speed. A transmission control apparatus for a vehicle, wherein the transmission is set to a value that does not cause a downshift of two or more stages when the calculation value is switched. Vehicle speed detection means for detecting the output shaft speed of the transmission and outputting it as a vehicle speed detection value;
Vehicle speed calculation means for outputting a vehicle speed calculation value corresponding to the vehicle speed based on each wheel speed;
A calculated offset vehicle speed calculation value is calculated by subtracting a predetermined offset value from the vehicle speed calculation value input from the vehicle speed calculation means via a communication line, and a value of the calculated post-offset vehicle speed calculation value and the vehicle speed detection value Shift control means for selecting the higher one as the control vehicle speed and setting the transmission gear ratio based on the control vehicle speed;
With
When the vehicle speed detection means is operating normally, the offset value is always a value where the calculated vehicle speed value after the offset is less than the detected vehicle speed value, and the control vehicle speed is changed from the detected vehicle speed to the after-offset vehicle speed. A transmission control apparatus for a vehicle, wherein the transmission is set to a value that does not cause a downshift of two or more stages when the calculation value is switched.

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