JP7356638B2 - transmission system - Google Patents

Description

The present invention relates to a transmission system, and particularly to a transmission system that performs gear changes based on a driver's gear change operation.

JP-A-2008-37312 (Patent Document 1) describes a shift switching device for an automatic transmission. This shift switching device is configured to automatically switch the gear stage of the stepped transmission depending on the driving state of the vehicle. Furthermore, the shift switching device described in Patent Document 1 is equipped with a manual mode, and when the manual mode is set, the driver can shift to a low speed side or You can switch gears to high speed.

As described above, in the manual mode equipped with an automatic transmission, when the driver operates the paddle shift or the floor shift in the manual mode position, the control unit first shifts the transmission to the neutral state. Switch. Next, the control unit automatically adjusts the engine speed to a speed suitable for the gear after switching, and then switches the transmission to the gear based on the driver's operation. For example, if the driver uses the paddle shift or floor shift to shift the transmission to a lower speed while applying the brakes, the control unit first puts the transmission in neutral and then increases the engine speed. After that, actually switch the transmission to the low speed side. Therefore, in the manual mode of an automatic transmission, a driver can generally switch the transmission to a low speed side or a high speed side by using a paddle shift, a floor shift, etc., without considering the engine speed or the like.

Japanese Patent Application Publication No. 2008-37312

Here, one of the pleasures of a driver is to freely operate the vehicle by selecting an appropriate gear stage and switching the transmission according to the driving condition and engine speed while driving the vehicle. For example, a vehicle may make a left turn at an intersection while driving in a high speed gear, and in order to smoothly accelerate after the left turn, the transmission may be switched to a low speed side in advance. The automatic transmission can perform its own shifting operation in the manual mode described above.

On the other hand, in such a case, in a vehicle equipped with a manual transmission, the driver depresses the brake pedal with his toe, disengages the clutch, and presses the accelerator pedal with his heel to increase engine speed. After doing a shift operation to switch the transmission to a lower speed side, connect the clutch. This makes it possible to smoothly downshift while matching the engine rotational speed to the rotational speed of the low-speed transmission after switching, and also to enable prompt acceleration after a left turn. Drivers of manual transmission vehicles are now able to freely control the vehicle while learning various driving techniques such as heel-and-toe, which makes driving fun.

However, in vehicles equipped with automatic transmissions, while it is possible to drive with automatic transmission, which is highly convenient and comfortable, even when set to manual mode, the above-mentioned driving skills are not required, and the driving There is a problem in that the driver cannot feel the sensation of operating the vehicle. In order to solve this problem, the inventors of the present invention believe that if it is possible to have the driver use the accelerator pedal to speed up the engine in addition to the shift operation in manual mode, the driver will have a greater sense of controlling the vehicle. I thought I could do it. The inventors of the present invention further found that in such cases, the driver's intention and skill are responsible for the shift operation and revving operation, so depending on the driver's skill, when shifting to a lower speed side, for example, the engine There is also a concern that a larger shock may occur when the driving force is reconnected when the rotational speed increases excessively, giving an unpleasant shock to the occupants, or placing an excessive load on the engine and power transmission system, causing it to malfunction. I thought.

Therefore, the present invention provides a transmission system that prevents large shift shocks and failures of the engine and power transmission system in an automatic transmission type transmission, and that allows the driver to feel more comfortable operating the vehicle. is intended to provide.

In order to solve the above-mentioned problems, the present invention provides a transmission system that performs gear shifting based on a driver's gear shifting operation, and is a power transmission system that transmits the driving force of an engine to wheels. A power transmission system including a connecting/disconnecting mechanism and a transmission, a gear shift operation unit where the driver performs a gear shift operation, a gear shift operation detection unit that detects a gear shift operation of the gear shift operation unit by the driver, and a gear shift operation detection unit that detects the transmission. a shift control section that executes switching of the driving force by the connection/disconnection mechanism and shifting of the transmission based on the shift operation performed by the driver; and a shift control section that operates to suppress a predetermined shift operation of the shift operation section by the driver. It has an operation suppression section and a shift operation suppression control section that executes suppression of a predetermined shift operation by the driver by the shift operation suppression section when a predetermined shift prohibition condition is satisfied, and the shift control section is configured to prevent manual rotation. The synchronous mode is configured such that the speed change operation of the speed change operation section by the driver includes a predetermined driving force disconnection request operation and a predetermined speed change request operation. When a driving force disconnection request operation is detected, a first step is performed in which a control signal is sent to a connection/disconnection mechanism of the power transmission system to stop transmission of the driving force, and a predetermined speed change request operation is detected by a speed change operation detection section. and a second step of sending a control signal to the connection/disconnection mechanism to restart the transmission of driving force while the transmission is switched to the low speed side, and the speed change operation suppression control section is configured to control the manual rotation synchronization mode. During execution, if a predetermined shift prohibition condition is satisfied, the control signal is configured to send to the shift operation suppression section a control signal that activates the shift operation suppression section so as to suppress a predetermined shift request operation by the driver. It is characterized by

According to the present invention configured in this way, when a predetermined drive force disconnection request operation of the gear shift operation unit by the driver is detected, a control signal is sent to the disconnection mechanism of the power transmission system to stop the transmission of the drive force. When the first step of stopping and the driver's predetermined shift request operation on the shift operation unit are detected, a control signal is sent to the connection/disconnection mechanism, and the drive force is transmitted with the transmission switched to the low speed side. The second step of restarting completes the switching to the low speed side of the transmission. At this time, between the execution of the first step in which the transmission of the driving force is stopped and the execution of the second step in which the transmission of the driving force is resumed, the driver himself/herself reduces the engine rotation speed to a low speed. The accelerator pedal or the like can be operated to match the rotational speed of the transmission on the side, thereby giving the driver a better sense of operating the vehicle. Furthermore, the present invention includes a shift operation suppressing section that operates to suppress a predetermined shift operation of the shift operation section by the driver, and a shift operation suppressing section that operates to suppress a predetermined shift operation by the driver when a predetermined shift prohibition condition is satisfied. and a gear shift operation suppression control unit that suppresses the gear shift operation, and the gear shift operation suppression control unit prevents the driver from performing a predetermined gear shift when a predetermined gear shift prohibition condition is satisfied during execution of the manual rotation synchronization mode. Since a control signal is sent to the shift operation suppressor to activate the shift operation suppressor to suppress the requested operation, shifting to a lower gear is suppressed and, for example, when the engine speed has increased excessively, Reconnection of driving force is suppressed. As a result, it is possible to suppress a large shift shock, and also to prevent a failure of the engine or power transmission system due to, for example, an excessive increase in engine speed or an excessive load on the power transmission system. As a result, according to the present invention, in an automatic transmission type transmission, it is possible to prevent large shift shocks and failures of the engine and power transmission system, while giving the driver a better sense of operating the vehicle. can.

Further, in the present invention, preferably, the gear shift operation suppression section includes a regulation section that mechanically regulates the moving operation of the gear shift operation section so as to regulate a predetermined gear shift request operation by the driver, and the gear shift operation suppression control section , when a predetermined shift prohibition condition is satisfied during execution of the manual rotation synchronization mode, the control signal is configured to send to the shift operation suppression section a control signal that activates the regulation section to suppress a predetermined shift request operation by the driver. ing.
According to the present invention configured in this way, the restriction section included in the speed change operation suppressing section mechanically restricts the driver from performing the predetermined speed change request operation itself, so that the engine can be controlled more reliably. It is possible to prevent damage to the power transmission system and power transmission system.

Further, in the present invention, preferably, the gear shift operation suppression control section sends a control signal to actuate the regulation section to the gear shift operation suppression section when a predetermined gear shift prohibition condition is satisfied during execution of the manual rotation synchronization mode. , is configured to maintain the gear position at the time when a predetermined driving force disconnection request operation is detected, and to send a control signal to the shift operation suppressing section to release the operation of the regulating section when a predetermined shift prohibiting condition is no longer satisfied. has been done.
According to the present invention configured in this manner, if a predetermined shift prohibition condition is satisfied during execution of the manual rotation synchronization mode, a shift to a lower speed side is not executed, and a predetermined driving force disconnection request operation is detected. Since the current gear position is maintained, it is possible to prevent engine failure and excessive load on the components of the power transmission system due to, for example, shifting to a lower speed when the engine speed is excessively high. In addition, when a predetermined shift prohibition condition is no longer satisfied, the suppression of the driver's predetermined shift request operation is released, so the predetermined shift request operation by the next driver can be accepted while preventing engine failure. You can make it possible to

Further, in the present invention, preferably, the gear shift operation detection section detects a predetermined driving force disconnection request operation and a predetermined shift request operation by the driver in the same direction and by the same amount of operation from the neutral position of the shift operation section to the predetermined position. The regulating section of the shift operation suppressing section of the shift operation section is provided between the neutral position and the predetermined position of the shift operation section.
According to the present invention configured in this way, it is possible to more reliably restrict the predetermined gear shift requesting operation by the driver.

Further, in the present invention, preferably, the gear shift operation detection section detects the predetermined driving force disconnection request operation and the predetermined shift request operation by the driver based on the difference in the amount of operation of the shift operation section in the same direction from the neutral position. The regulating section of the shift operation suppressing section of the shift operation section performs a predetermined operation that allows a predetermined driving force disconnection request operation by the driver and restricts a predetermined shift request operation by the driver. provided at the quantity position.
According to the present invention configured in this way, it is possible to more reliably restrict the predetermined gear shift requesting operation by the driver.

Further, the present invention preferably further includes a notification device and a notification control section, and the notification control section sends a control signal for suppressing a predetermined shift request operation by the driver when a predetermined shift prohibition condition is satisfied. If this is sent to the shift operation suppressing section, a signal is sent to the notification device to notify the driver that the shift to a lower gear has not been performed.
According to the present invention configured in this way, it is possible to effectively notify the driver that the gear shift to the lower speed side has not been performed.

Preferably, the present invention further includes a shift mode setting operation section, which enables manual rotation synchronization mode and shifting only by a predetermined driving force disconnection request operation or a predetermined shift request operation. It is possible to select an automatic rotation synchronization mode in which the gear shift to the lower speed side of the machine is completed.
According to the present invention configured in this manner, the driver can also select the automatic rotation synchronization mode using the shift mode setting operation section, so that the driver can quickly and accurately downshift at the timing of his/her own will. Alternatively, it is possible to meet the demand for downshifting without performing complicated operations.

In the present invention, preferably, the speed change control section executes the automatic rotation synchronization mode even if the manual rotation synchronization mode is selected when a predetermined road surface condition is detected by the road surface condition sensor. do.
According to the present invention configured in this manner, when a predetermined road surface condition is detected, the automatic rotation synchronization mode is executed even if the manual rotation synchronization mode is selected. Therefore, it is possible to avoid a dangerous situation caused by the transmission of the driving force being stopped between the execution of the first step and the execution of the second step. For example, on a steeply sloped road surface, the vehicle may accelerate unintentionally during the drive force disconnection, or on a low μ road surface, the vehicle behavior may be unstable due to no drive force being applied to the road surface. However, according to the present invention, such a situation can be avoided.

In the present invention, preferably, if the predetermined shift request operation is not detected within a predetermined time after the predetermined driving force disconnection request operation is detected, the shift control section preferably performs the following based on the vehicle speed or engine rotation speed: Automatically select gears.
According to the present invention configured in this way, if the predetermined shift request operation is not performed within a predetermined time after the predetermined driving force disconnection request operation is performed, the , since the gear position is automatically selected, it is possible to avoid driving the vehicle for a long time with the transmission of driving force stopped by executing the first step, and to select the appropriate gear position according to the driving condition of the vehicle. can be selected.

In the present invention, preferably, during execution of the manual rotation synchronization mode, if the engine speed is less than a predetermined rotation speed threshold at the time when a predetermined shift request operation is detected, the shift control section shifts the engine speed to a lower speed side. The gear position at the time when the predetermined driving force cut request operation is detected is maintained without executing the gear shift.
According to the present invention configured in this way, if the engine speed at the time when a predetermined shift request operation is detected is less than the predetermined rotation speed threshold, the gear position is maintained, so that the engine speed increases. By shifting to a lower speed in low-speed conditions, it is possible to prevent the engine from unexpectedly stopping or causing excessive shock.

Preferably, the present invention further includes a notification device and a notification control section, and the notification control section sends a signal to the notification device when the gear position at the time when the predetermined driving force cut request operation is detected is maintained. to notify the driver that the gear shift operation was inappropriate.
According to the present invention configured in this way, if the engine speed is low when a predetermined gear change request operation is performed and the gear position is maintained, the driver is notified by the notification device. It can be recognized that the gear shifting operation was inappropriate. Further, by notifying the driver that the gear position is maintained, it is possible to prevent the driver from being misled into thinking that the gear shift operation was not performed even though the gear shift operation was performed.

In the present invention, preferably, the invention further includes an acceleration sensor, a notification device, and a notification control section, and the notification control section is configured to detect an acceleration fluctuation of a predetermined acceleration threshold or more by the acceleration sensor during execution of the second step. , sends a signal to the notification device to notify the driver that the gear shifting operation was inappropriate.
According to the present invention configured in this way, if an acceleration fluctuation of a predetermined value or more is detected during execution of the second step, a notification that the gear shift operation was inappropriate is notified, so the driver can self-register. It is possible to objectively recognize the appropriateness of the gear shifting operation, which can be used to improve driving skills. When transmission of driving force is restarted at an inappropriate engine speed, a shock occurs between the engine speed and the speed of the transmission, causing acceleration fluctuations in the vehicle.

According to the transmission system of the present invention, in an automatic transmission type transmission, it is possible to prevent large shift shocks and failures of the engine and power transmission system, while giving the driver a better sense of operating the vehicle. can.

FIG. 1 is a block diagram showing a drive system of a vehicle equipped with a transmission system according to a first embodiment of the present invention. FIG. 1 is a schematic diagram showing the front part of a vehicle cabin equipped with a transmission system according to a first embodiment of the present invention. The shift lever device (FIG. 3(a)) provided at the front of the vehicle compartment of a vehicle equipped with the transmission system according to the first embodiment of the present invention, and the relationship between the number of operations of the shift lever and the shift position (FIG. 3(a)) b)) is a schematic diagram showing the relationship between the number of operations of the paddle shift lever and the shift position (FIG. 3(c)), respectively. FIG. 1 is a block diagram of a transmission system according to a first embodiment of the present invention. It is a flowchart which shows the process when manual rotation synchronization mode is set in the transmission system by 1st Embodiment of this invention. 5 is a time chart showing an example of an operation in a manual rotation synchronization mode of the transmission system according to the first embodiment of the present invention. 5 is a time chart showing an example of an operation in a manual rotation synchronization mode of the transmission system according to the first embodiment of the present invention. 5 is a time chart showing an example of an operation in a manual rotation synchronization mode of the transmission system according to the first embodiment of the present invention. 5 is a time chart showing an example of an operation in a manual rotation synchronization mode of the transmission system according to the first embodiment of the present invention. 5 is a time chart showing an example of an operation in a manual rotation synchronization mode of the transmission system according to the first embodiment of the present invention. Shift lever device (FIG. 11(a)) provided in the front part of the vehicle compartment of a vehicle equipped with the transmission system according to the second embodiment of the present invention, and the operation position and operation amount of the shift lever (FIG. 11(b)) , FIG. 12 is a schematic diagram showing the operating position and operating amount (FIG. 11(c)) of the paddle shift lever, respectively. FIG. 7 is a diagram showing the relationship between the operating force of the shift lever device of the transmission system according to the second embodiment of the present invention and the shift stroke. 13 is a schematic diagram illustrating a schematic configuration of an operation reaction force generating device included in the shift lever device according to the present embodiment for obtaining the operation reaction force characteristics shown in FIG. 12 and a pin member of the shift operation regulating device according to the present embodiment; FIG. is located at the M position (Fig. 13(a)) and the N position (Fig. 13(b)), and the movement of the shift lever is regulated by the pin member of the gear shift operation regulating device (Fig. 13(a)). 13(c)); FIG. FIG. 3 is a block diagram of a transmission system according to a second embodiment of the present invention. It is a flowchart which shows the process when manual rotation synchronization mode is set in the transmission system by 2nd Embodiment of this invention. It is a time chart which shows an example of the effect|action in the manual rotation synchronous mode of the transmission system by 2nd Embodiment of this invention. It is a time chart which shows an example of the effect|action in the manual rotation synchronous mode of the transmission system by 2nd Embodiment of this invention. It is a time chart which shows an example of the effect|action in the manual rotation synchronous mode of the transmission system by 2nd Embodiment of this invention.

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

First, a schematic configuration of a transmission system according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 3. FIG. 1 is a block diagram showing a drive system of a vehicle equipped with a transmission system according to a first embodiment of the present invention, and FIG. 2 is a block diagram showing a drive system of a vehicle equipped with a transmission system according to a first embodiment of the present invention. FIG. 3(a) is a schematic diagram showing the front part of the passenger compartment, and FIG. , FIG. 3(b) is a schematic diagram showing the relationship between the number of operations of the shift lever and the shift position, and FIG. 3(c) is a schematic diagram showing the relationship between the number of operations of the paddle shift lever and the shift position. be.

First, as shown in FIG. 1, a vehicle 1 equipped with a transmission system according to a first embodiment of the present invention includes an engine 2, which is a prime mover, and a system that reduces the rotational speed of an output shaft of the engine 2 and transmits power. An automatic transmission 6, a clutch 4 that is a connection/disconnection mechanism for connecting/disconnecting power between the engine 2 and the automatic transmission 6, a propeller shaft 8 and a drive that transmit power from the output shaft of the automatic transmission 6. It has a shaft 10 and wheels 12. Of these, the clutch 4, automatic transmission 6, propeller shaft 8, and drive shaft 10 function as a power transmission system that transmits the power output from the engine 2 to the wheels 12 as driving force.

Next, with reference to FIGS. 2 and 3, the arrangement of each operating section provided in the front part of the passenger compartment of the vehicle 1 according to the first embodiment, the shift mode of the automatic transmission 6, and the basics of the shift lever will be explained. Explain the operation.
First, as shown in FIG. 2, in the front part of the vehicle compartment of the vehicle 1 equipped with the transmission system of the present embodiment, a gear shift operation section for the driver to perform gear shift operations is provided on the side of the driver's seat. , a shift lever device 15 including a shift lever 14, and a paddle shift lever device 17 provided on a steering wheel device 16 and including left and right paddle shift levers (paddle switches) 16a and 16b.

The driver uses the shift lever 14 to switch the automatic transmission 6 to the parking range (P range), reverse range (R range), neutral range (N range), and drive range (D range). (See FIG. 3(a)).
In this embodiment, the automatic transmission 6 is configured to be able to set an "automatic shift mode" or a "manual mode".
The "automatic shift mode" is a mode in which the shift timing and gear selection of the automatic transmission 6 are automatically controlled in the D range. On the other hand, the "manual mode" is a mode in which the driver can arbitrarily select the shift timing and gear position of the automatic transmission 6.

Furthermore, in the present embodiment, the driver is configured to be able to select either the "automatic rotation synchronous mode" or the "manual rotation synchronous mode" of the automatic transmission 6 in the "manual mode". For this selection, as shown in FIG. 2, a shift mode setting operation section 14a is provided near the shift lever 14 for the driver to select "automatic rotation synchronization mode" or "manual rotation synchronization mode". ing.
Here, the "automatic rotation synchronization mode" is a mode in which, when shifting to a gear selected by the driver, the rotation speed of the engine 2 is automatically synchronized so that the engine rotation speed matches the gear. It is. On the other hand, in the "manual rotation synchronization mode", when shifting to a lower gear selected by the driver, the driver presses the accelerator pedal to synchronize the rotation speed of the engine 2 to match that gear. This is a mode that allows you to perform operations.

Next, as shown in FIG. 3(a), in the transmission system of this embodiment, the shift lever 14 of the shift lever device 15 is in the P range position (P position), the R range position (R position), and the N range position. It is a stationary type shift mechanism that is held at each position (N position) or D range position (D position). Furthermore, in this embodiment, a manual mode position (M position) is provided to the side of the D position, and when the driver moves the shift lever 14 to the M position, the manual mode of the automatic transmission 6 described above is selected. , the shift mechanism can be switched to a momentary type shift mechanism with this M position as the neutral position.

In this embodiment, when the "manual rotation synchronization mode" is selected, as shown in FIG. 3(b), the driver operates the shift lever 14 twice to shift to a lower speed (downshift). It is now possible to do this. That is, by moving the shift lever 14 from the M position to the "-" position with the first operation, the neutral position (N position) in the manual rotation synchronization mode is selected, and further, with the second operation, the shift lever 14 is moved from the M position to the "-" position. -" position, a downshift is executed.

On the other hand, when the driver moves the shift lever 14 to the "+" position, the driver can shift to a higher speed (upshift).
In this manual mode, the momentary shift mechanism allows the shift lever 14 to shift to the neutral position when the driver releases the shift lever 14 in the "-" or "+" position and reduces the operating force to zero. Return to the M position.

In this embodiment, when the driver moves the shift lever 14 to the "-" position for the first time at the timing when he wants to cut off the power for downshifting, the clutch 4 is activated and the power transmission is cut off. , the gear position becomes neutral. In this state, the driver can synchronize the engine speed by operating the accelerator pedal. Furthermore, if the driver moves the shift lever 14 to the "-" position for the second time at the timing when he/she wishes to resume power transmission in the lower gear, the gear will be shifted to the lower gear, except in certain cases described below. The switching is executed.

On the other hand, when the "automatic rotation synchronization mode" is selected, the rotation speed of the engine 2 can be changed by one operation of the shift lever 14 to the "-" position shown in FIGS. 3(a) and 3(b). Synchronization is automatically performed, and a downshift to a lower gear is performed.

Similarly, in the present embodiment, the left and right paddle shift levers 16a and 16b are also configured to enable gear changes in the "manual rotation synchronization mode." That is, when the shift lever 14 is operated to the M position (see FIG. 3(a)) and the manual mode of the automatic transmission 6 is selected, as shown in FIG. 3(c), the left paddle is pressed by the driver. By the first and second operations of the shift lever 16a from the M position to the "-" position, the engine speed is shifted to a lower gear in which the engine speed is synchronized by the driver's accelerator pedal operation, as described above. It is now possible to downshift. Furthermore, when the driver moves the right paddle shift lever 16b to the "+" position, the vehicle can shift to a higher speed (upshift).

On the other hand, when the "automatic rotation synchronization mode" is selected, the rotation speed of the engine 2 is automatically adjusted by the driver operating the paddle shift lever 16a once to the "-" position shown in FIG. 3(c). At the same time, a downshift to a lower gear is executed.

In this embodiment, even if the shift lever 14 is held at the D position and the automatic shift mode is being executed, when the driver operates the left and right paddle shift levers 16a and 16b, the manual mode is temporarily switched. Configured to allow intervention. In this manual mode intervention, either the above-mentioned "manual rotation synchronization mode" or "automatic rotation synchronization mode" can be executed. Note that in order to prevent erroneous operation of the paddle shift levers 16a, 16b, such intervention may be prohibited at a predetermined operating section.

In the present embodiment, the gears can be changed using the shift lever 14 and the paddle shift levers 16a and 16b, but as a modified example, it is possible to change the gears by using any other gear shift operation section in addition to such a shift lever. The present invention can be configured so that the gears can be changed. Further, in this embodiment, one independent operation section is provided as the shift mode setting operation section 14a, but the shift mode setting operation section 14a may also be used as another push button (not shown). You can also do that. In this case, it may be possible to switch between the "automatic rotation synchronization mode" and the "manual rotation synchronization mode" by a special operation such as "long press" of a push button.

Next, with reference to FIG. 4, a transmission system 20 according to an embodiment of the present invention will be described.
As shown in FIG. 4, the transmission system 20 includes an ECU (electronic control unit/controller) 22, a shift lever device 15 that inputs signals to the ECU, a shift mode setting operation section 14a, a paddle shift lever device 17, and an accelerator pedal. The vehicle includes a degree sensor 24, a vehicle speed sensor 26, a slope sensor 28, an acceleration sensor 30, and an engine rotation speed sensor 32. Further, the transmission system 20 includes an automatic transmission 6 to which a control signal from the ECU 22 is input, a clutch 4, and a display device 34 and a speaker 36, which are notification devices. Further, the transmission system 20 includes a speed change operation regulating device 38. The engine 2 is also connected to the ECU 22 and is controlled by control signals.

The shift lever device 15 includes a plurality of position sensors for detecting each position of the shift lever 14, "P", "R", "N", and "D" in automatic transmission mode, and a plurality of position sensors for detecting each position in automatic transmission mode, "P", "R", "N", and "D", respectively, and one in manual mode. A plurality of position sensors are provided to detect the M position, the "-" position, and the "+" position, respectively, and each signal from these position sensors is input to the ECU 22. As a modification, one stroke sensor (such as a linear sensor) detects the operation of the shift lever 14 to the "-" or "+" position with respect to the neutral position (M position), and inputs the signal to the ECU 22. It may be configured as follows.

Further, the paddle shift lever device 17 is provided with a plurality of position sensors that detect the "-" and "+" positions of the paddle shift levers 16a and 16b, respectively, and each signal from these position sensors is input to the ECU 22. It is configured so that Note that the configuration may be such that the operation of the left paddle shift lever 16a to the neutral position (M position) is detected by one stroke sensor (such as a linear sensor), and the signal thereof is input to the ECU 22.

Further, the accelerator opening sensor 24 is configured to detect the amount of depression of an accelerator pedal (not shown) of the vehicle 1 on which the transmission system 20 is mounted, and input a detection signal to the ECU 22.
The vehicle speed sensor 26 is configured to detect the vehicle speed of the vehicle 1 on which the transmission system 20 is mounted, and input a detection signal to the ECU 22.
The slope sensor 28 is configured to detect the slope of the road surface on which the vehicle 1 equipped with the transmission system 20 is traveling, and input a detection signal to the ECU 22.
The acceleration sensor 30 is configured to detect longitudinal acceleration of the vehicle 1 on which the transmission system 20 is mounted, and input a detection signal to the ECU 22.
The engine rotation speed sensor 32 is configured to detect the rotation speed of the engine 1 by detecting the rotation angle position of a crankshaft (not shown), and input a detection signal to the ECU 22.

Specifically, the ECU 22 includes a microprocessor, a memory, an interface circuit, a program for operating these, and the like (not shown). The ECU 22 implements functions such as a shift control section 22a, a shift operation detection section 22b, a notification control section 22c, and a shift operation regulation control section 22d using these hardware and software.

The shift control section 22a is configured to send a control signal to the automatic transmission 6 to change the gear position. The specific control content by the speed change control section 22a will be described later.

The shift operation detection section 22b is configured to detect the operation of the shift lever 14 and paddle shift levers 16a, 16b, which are shift operation sections, by the driver.
In particular, the shift operation detection unit 22b detects that the shift lever 14 has been operated to the "-" or "+" position of the manual mode, based on input signals from each position sensor of the shift lever device 15. . Furthermore, the gear shift operation detection unit 22b detects that the left paddle shift lever 16a has been operated to the "-" position based on input signals from each position sensor of the paddle shift lever device 17, and also detects that the left paddle shift lever 16a has been operated to the "-" position. Regarding the shift lever 16b, it is detected that it has been operated to the "+" position. Note that the same applies to the case where the above-described stroke sensor is used.

The notification control unit 22c is configured to send control signals to a display device 34 and a speaker 36 connected to the ECU 22 to notify the driver of the operating status of the transmission system 20 and the like.

As shown in FIG. 2, the display device 34 is a display provided on the instrument panel of the vehicle 1 in which the transmission system 20 is mounted, and presents various information to the driver and passengers of the vehicle 1. is configured to do so. The notification control unit 22c built into the ECU 22 sends a control signal to the display device 34 to cause the display device 34 to display various information. Further, the display device 34 may be a touch panel, and the display device 34 may be used to display and input various information. For example, the shift mode setting operation section 14a may be configured with command buttons (not shown) displayed on a touch panel.

As shown in FIG. 2, the speaker 36 is a voice generating device that transmits various information to the driver and passengers of the vehicle 1 by voice. Further, the notification control unit 22c built into the ECU 22 is configured to send audio signals to the speaker 36 and generate various sounds, notification sounds, warning sounds, etc.

The shift operation regulation control section 22d sends a control signal to the shift operation regulation device 38 connected to the ECU 22 to regulate the operation of the shift lever 14 of the shift lever device 15 by the driver, and also controls the operation of the shift lever 14 of the shift lever device 15 by the driver. 17, the operation of the left paddle shift lever 16a is restricted.

The shift operation regulating device 38 is a device provided in the shift lever device 15 and the paddle shift lever device 17, respectively. Each shift operation regulating device 38 provided in the shift lever device 15 and the paddle shift lever device 17 controls the movement of the shift levers 14, 16a between the neutral position of the shift levers 14, 16a at the M position and the “-” position. A regulating part (not shown) is provided to mechanically regulate the position between. In this embodiment, the regulating section includes a pin member 39 (a second (See FIG. 13(c) of the embodiment).

In this embodiment, when the shift lever 14 is in the P position, the shift lever device 15 moves the shift lever 14 from the P position to another position based on a brake switch signal (a signal indicating that the driver has depressed the brake pedal). and another pin member mechanically blocking movement of the pin. This P-position pin member and its operating mechanism are well known.

The speed change operation regulating device 38 according to this embodiment has an operating mechanism similar to that of the pin member provided at the P position, and this operating mechanism allows the pin member 39 (see FIG. 13(c)) which is a regulating portion to operate. The shift lever 14 is configured to operate and mechanically restrict movement of the shift lever 14. Note that the operating mechanism of the regulating portion of the shift lever 14 may be different from the operating mechanism of the pin member provided at the P position.
Further, in this embodiment, the pin member that is the restricting portion of the paddle shift lever 16a is provided so that the paddle shift lever 16a does not rotate relative to the rotating portion of the paddle shift lever 16a. The rotating portion of the paddle shift lever 16a, the pin member, and its operating mechanism are provided in the steering wheel device 16.

As will be described later, when a predetermined shift prohibition condition is satisfied during execution of the manual rotation synchronization mode, the shift operation regulation device 38 receives a control signal from the shift operation regulation control section 22d, and based on the control signal, performs the above-mentioned operation. The pin member is actuated at a timing before the second operation of the shift levers 14 and 16a, thereby restricting movement of the shift lever 14 and the paddle shift lever 16a from the M position to the "-" position, respectively. There is.

In this embodiment, the movement of the shift levers 14 and 16a is restricted by the pin member described above, but as a modification, a magnetic force generating mechanism ( (not shown), and this magnetic force generation mechanism generates a large resistance force against the movement of the shift lever 14 and/or paddle shift lever 16a, thereby mechanically controlling the movement of the shift levers 14 and 16a. It may also be regulated (suppressed).

Next, the control contents of the shift control section 22a of the ECU 22 according to this embodiment will be explained.
When the automatic transmission 6 is set to the "automatic mode", the shift control unit 22a selects an appropriate gear based on the detection signal detected by the vehicle speed sensor 26 and the accelerator opening sensor 24, The gear stage of the automatic transmission 6 is switched. In this embodiment, the automatic transmission 6 is a stepped transmission in which a power transmission path by a planetary gear mechanism is switched by connecting/disconnecting a plurality of clutches and brakes, which are the transmission clutches 6a. The shift control section 22a is configured to connect/disconnect the clutch 4 and the shift clutch 6a at predetermined timing to switch gears.

When the automatic transmission 6 is set to "manual mode", the shift control unit 22a changes the gear position of the automatic transmission 6 based on the driver's operation of the shift lever 14 or paddle shift levers 16a, 16b. Switch. In the transmission system 20 of this embodiment, in the "manual mode" of the automatic transmission 6, the driver operates the shift mode setting operation section 14a to select the "automatic rotation synchronous mode" or the "manual rotation synchronous mode". You can choose.

In this embodiment, when the automatic transmission 6 is set to "manual mode" and set to "automatic rotation synchronization mode", the driver operates the shift levers 14, 16a, 16b once. Accordingly, the gear stage of the automatic transmission 6 can be changed. Specifically, when the shift lever 14 is operated from the M position to the "-" position, or when the left paddle shift lever 16a is operated from the M position to the "-" position, the automatic transmission 6 is shifted to a lower speed side. The gear shift operation detection unit 22b detects that an operation for shifting the gear is performed.
Further, when the shift lever 14 is operated from the M position to the "+" position, or when the right paddle shift lever 16b is operated, an operation for shifting the automatic transmission 6 to a higher speed gear is performed. The gear shift operation detection unit 22b detects that the shift operation has been performed.
When these driver's shift operations are detected by the shift operation detection section 22b, the shift control section 22a switches the automatic transmission 6 to a lower gear or a higher gear according to the shift operation.

In this "automatic rotation synchronization mode", when the driver operates the shift lever 14 or paddle shift lever 16a to downshift, the shift control section 22a of the ECU 22 first sends a control signal to the clutch 4, Have it cut off. Next, the shift control section 22a sends a control signal to the automatic transmission 6 to switch the automatic transmission 6 to neutral. Further, the shift control section 22a sends a control signal to the engine 2, and controls the engine 2 so that the rotational speed corresponds to the gear position after the shift (one step lower gear position). Next, the shift control section 22a sends a control signal to the automatic transmission 6 to switch the gear position to the lower speed side by one step, and then sends a control signal to the clutch 4 to connect the clutch 4 to complete the shift.

In this manner, in the "automatic rotation synchronization mode", the shift control unit 22a automatically synchronizes the rotation speed of the engine 2 with the rotation speed of the gear position after the gear change. Therefore, the driver can change the gear stage of the automatic transmission 6 by operating the shift levers 14, 16a once without considering the rotation speed of the engine 2. Note that when the driver operates the shift levers 14, 16b to upshift, the same process is performed and the gear stage of the automatic transmission 6 is switched to the high speed side.

Next, when the automatic transmission 6 is set to "manual mode" and "manual rotation synchronization mode", the driver operates the shift levers 14 and 16a twice to automatically shift. The gear stage of the machine 6 can be switched one step to the lower speed side.

Specifically, in the "manual rotation synchronization mode", the driver operates the shift lever 14 or paddle shift lever 16a from the M position to the "-" position only once at the timing when the driver wants to cut off the power for downshifting. In other words, when the first operation is performed, the shift control section 22a of the ECU 22 first sends a control signal to the clutch 4 to disengage it. Next, the shift control section 22a sends a control signal to the automatic transmission 6 to switch the automatic transmission 6 to neutral. At this time, the driver can synchronize the engine speed by operating the accelerator pedal.
Furthermore, when the driver operates the shift lever 14 or the paddle shift lever 16a from the M position to the "-" position for the second time at the timing when the driver wants to restart power transmission at a lower gear, the shift control unit 22a The gear change control unit 22a sends a control signal to the automatic transmission 6 to switch the gear position to the lower speed side by one step, and then sends a control signal to the clutch 4 to connect the clutch 4, except in a predetermined case described later. Complete shifting.

Regarding switching to the high speed side using the shift levers 14 and 16b, even if the shift mode setting operation section 14a is set to "manual rotation synchronization mode", the gear position of the automatic transmission 6 can be changed with one operation. Can be switched.

Next, with reference to FIGS. 5 to 10, the content and operation of the control process in the manual rotation synchronization mode of the transmission system 20 according to the first embodiment of the present invention will be described.
FIG. 5 is a flowchart showing processing when the manual rotation synchronization mode is set in the transmission system 20 according to the first embodiment of the present invention, and FIGS. 2 is a time chart showing an example of the operation of the machine system 20 in a manual rotation synchronization mode. In FIG. 5, S indicates each step.

The flowchart shown in FIG. 5 is repeatedly executed at predetermined time intervals by the shift control section 22a of the ECU 22 when the "manual rotation synchronization mode" is set by the shift mode setting operation section 14a. Note that the time charts shown in FIGS. 6, 8 to 10, from the top to the bottom, show a brake switch signal, a downshift signal based on the operation of the shift lever 14 or paddle shift lever 16a, a gear position of the automatic transmission 6, and an accelerator release. The detection signal of the degree sensor 24 and the rotation speed of the engine 2 are shown, and the horizontal axis represents time. The time chart shown in FIG. 7 shows, in order from the top, a shift block signal for mechanically regulating the shift operation in the above-mentioned shift operation regulating device 38, a shift down signal based on the operation of the shift lever 14 or paddle shift lever 16a, and an automatic shift signal. The gear stage of the machine 6, the detection signal of the accelerator opening sensor 24, and the rotation speed of the engine 2 are shown, and the horizontal axis represents time.

First, in S1 of FIG. 5, various signals are read into the ECU 22. That is, in S1, a signal related to the driver's operation of the shift lever 14 from the shift lever device 15, a rotation mode setting signal from the shift mode setting operation section 14a, and a driver's paddle shift lever 16a from the paddle shift lever device 17. , 16b, a signal regarding the accelerator opening from the accelerator opening sensor 24, a signal regarding the speed of the vehicle 1 from the vehicle speed sensor 26, a signal regarding the gradient of the road surface during driving from the gradient sensor 28, and an acceleration sensor A signal regarding the longitudinal acceleration of the vehicle 1 from 30 is included.

Next, in S2, it is determined whether a predetermined road surface condition has been detected. Specifically, in S2, it is determined whether the gradient of the running road surface detected by the gradient sensor 28, which is a road surface condition sensor, is greater than or equal to a predetermined gradient threshold value, and whether the road surface friction of the running road surface is less than or equal to a predetermined friction threshold value. It is determined whether or not. If the slope is greater than or equal to the predetermined gradient threshold, or if it is less than or equal to the predetermined friction threshold, one process in the flowchart shown in FIG. 5 is completed without executing the processes from S3 onwards. In this case, even if the manual rotation synchronization mode is set by the speed change mode setting operation section 14a, the automatic rotation synchronization mode is executed. As described above, in the transmission system 20 of the present embodiment, when a predetermined road surface condition is detected, the automatic rotation synchronization mode is executed even if the manual rotation synchronization mode is selected. Ru.

In other words, if the manual rotation synchronization mode is executed on a steeply sloped road surface or a road surface with low road surface friction, the vehicle may exhibit dangerous behavior or become unstable if the driver's gear shifting operation is inappropriate. This may cause severe discomfort to passengers and passengers. For example, on a steep road surface, dangerous situations can occur such as a vehicle accelerating unintentionally while the gear is in neutral, or skidding due to no driving force being applied to the wheels on a low μ road. . In this embodiment, the manual rotation synchronization mode is executed in such road surface conditions to avoid dangerous behavior of the vehicle and more reliably ensure the safety of the driver and passengers. In this way, if the automatic rotation synchronization mode is executed even though the manual rotation synchronization mode has been selected, the driver may be notified of this by the display device 34 or the speaker 36.

Note that the road friction of the road surface can be estimated from the relationship between the driving force of the engine 2 and the wheel speed of the wheels 12. That is, when road surface friction is low and slip occurs in the wheels 12, the wheel speed increases relative to the driving force generated by the engine 2. Therefore, in this case, a sensor for detecting the driving force of the engine 2, a sensor for detecting wheel speed, and an arithmetic device (not shown) for estimating road surface friction from the driving force and wheel speed are connected to the road surface condition sensor. functions as

Next, in S3, it is determined whether the driver has performed a first downshift request operation. In this embodiment, the first downshift request operation is an operation in which the driver wants to cut off the power in order to downshift, and the driver moves the shift lever 14 or paddle shift lever 16a only once. ” position. In S3, the shift operation detection unit 22b determines whether or not the shift levers 14, 16a have been operated for the first time.

If it is determined that there is a first downshift request operation, the process proceeds to S4; if it is determined that there is no first shift down request operation, one process of the flowchart shown in FIG. 5 is completed. . As described above, the processes from S4 onwards in the flowchart shown in FIG. 5 are executed when the driver performs a downshift request operation using the shift levers 14 and 16a, and when a shift up request operation is performed using the shift levers 14 and 16b. It will not be executed if

Here, in the example shown in FIG. 6, the driver presses the brake pedal of the vehicle 1 (( (not shown). Next, at time t2, the driver operates the shift lever 14 or the paddle shift lever 16a to the "-" position for the first time as a first downshift request operation (downshift signal = ON). Note that, hereinafter, such a first operation of the shift lever 14 or paddle shift lever 16a by the driver will be referred to as a "first downshift request operation."

When the first shift down request operation of the shift levers 14, 16a is detected by the shift operation detection section 22b, the process in the flowchart shown in FIG. 5 proceeds to S4. In S4, as the first step of the manual rotation synchronization mode, the speed change control unit 22a sends a control signal to the clutch 4 to disengage the clutch 4 and stop the transmission of driving force. Further, in S4, the shift control section 22a sends a control signal to the automatic transmission 6 to switch the automatic transmission 6 to the neutral state.

Here, in the example shown in FIG. 6, at time t3, the clutch 4 is disengaged and the automatic transmission 6 is placed in neutral. Furthermore, after operating the shift levers 14 and 16a at time t2, the driver depresses the accelerator pedal (not shown) between times t4 and t5, as shown by the solid line in FIG. As a result, the rotational speed of the engine 2, which had been decreasing due to depression of the brake pedal from time t1, increases.

Next, in S5 to S10, shift block control of the speed change operation restriction device 38 is performed by the speed change operation restriction control section 22d of the ECU 22.
First, in S5, the shift operation regulation control section 22d of the ECU 22 determines whether a shift block condition is satisfied. The shift block condition is a condition for prohibiting a shift to a lower gear by a second downshift request operation, which will be described later.The shift block condition is a condition for prohibiting a shift to a lower gear by a second shift down request operation, which will be described later. This is carried out by mechanical regulation (shift block) of the moving operation of 16a.

In the present embodiment, in S5, after the first shift down request operation is performed as a shift block condition, the shift to a low gear (for example, 2nd gear) that is one gear lower than the current gear (for example, 3rd gear) is performed. It is determined whether or not the downshift would result in the engine speed exceeding the allowable engine speed, a so-called overrev state. In the present embodiment, an engine rotation speed threshold (shift prohibition engine rotation speed threshold) that is estimated to exceed an allowable engine rotation speed (so-called rev limit) when downshifting is determined in advance, and is stored in the ECU 22 in the form of a map or the like. In S5, it is determined whether the engine speed indicated by the input signal from the engine speed sensor 32 exceeds the shift inhibition engine speed threshold.

Note that as a modification of the shift block condition (shift prohibition condition), a predetermined threshold value may be set such that the clutch temperature of the gear position after downshifting is equal to or higher than the temperature at which there is a concern that the clutch may be damaged. In addition, as a shift block condition (shift prohibition condition), the clutch temperature is set as a threshold along with the above-mentioned shift prohibition engine speed threshold, and when either the engine speed or the clutch temperature exceeds the threshold, the engine In order to prevent damage to the clutch, the movement of the shift levers 14 and 16a may be restricted to prohibit the driver from changing gears.

In S5, if it is not determined that the engine speed exceeds the shift inhibition engine speed threshold, the process proceeds to S11 and subsequent steps, which will be described later. On the other hand, if it is determined in S5 that the engine speed exceeds the shift prohibition engine speed threshold, the process proceeds to S6, where the shift operation regulation control section 22d sends a control signal to the shift operation regulation device 38, and the driver A shift block is executed to restrict the operation of the shift lever 14 of the shift lever device 15 and the operation of the paddle shift lever 16a of the paddle shift lever device 17.

Specifically, as described above, the pin member of the shift operation regulating device 38 is operated to regulate the movement of the shift lever 14 and paddle shift lever 16a between the M position and the "-" position. As a result, even if the driver attempts to move the shift levers 14, 16a from the M position to the "-" position for the second time as a second downshift request operation, the shift levers 14, 16a themselves will not move. , cannot be operated. As a result, the driver does not perform a gear change operation itself, and as a result, it is possible to prevent damage to the engine 2 due to overrevving or, in a modified example, damage to the clutch 4 due to excessive temperature rise.

In S6, the display device 34 and speaker 36 further notify the driver that the shift block is executed and that the shift of the transmission 2 to the lower speed side will not be executed. The driver can feel that the movement of the shift levers 14, 16a is mechanically restricted and cannot be operated, and can also recognize from the display device 34 and speaker 36 that the shift block has been executed.

Here, in the example shown in FIG. 7, the first shift down request operation is detected at time t41 (shift down signal=ON), and the gear position is switched from third gear to neutral at time t42. In the example shown in FIG. 7, the driver starts depressing the accelerator pedal before time t41, and the engine speed increases accordingly. Thereafter, at time t43, as the engine speed exceeds the shift prohibition engine speed threshold, the shift operation regulation control section 22d of the ECU 22 sends a shift block signal to the shift operation regulation device 38 (shift block signal = ON). ), as described above, the pin member of the speed change operation regulating device 38 is activated.

Next, the process proceeds to S7 in FIG. 5, where it is determined whether a predetermined time has elapsed since the first downshift request operation in S3. During this predetermined period, after the driver performs a first downshift request operation to cut off the power, and further performs an accelerator pedal operation to synchronize the engine speed, the driver performs a second downshift request operation. is set at the time when it is assumed that the

The process of S7 is repeated, and when a predetermined period of time has elapsed, the process proceeds to S8, where the shift control unit 22a of the ECU 22 changes the gear position of the automatic transmission 6 until the first downshift request operation is performed without executing downshifting. The gear is maintained at the current gear position.
In this S8, the display device 34 and the speaker 36 further indicate that the shift block condition is established and a control signal for suppressing the shift request operation is sent to the shift operation regulation device 38, so that the transmission 2 The driver is notified that the shift to a lower gear will not be executed. Thereby, the driver can recognize from the display device 34 and the speaker 36 that the shift block has been executed and that the shift to a lower gear has not been executed accordingly.

Here, in the example shown in FIG. 7, a second downshift request operation is assumed at time t44, but since the movement of the shift levers 14 and 16a is mechanically restricted, the driver cannot shift down. The levers 14 and 16a cannot be operated, and as a result, the second downshift signal is not transmitted. The dash-dotted line of the downshift signal in FIG. 7 indicates that such a second downshift signal is not transmitted either. Thereafter, at time t45, the process of S8 described above switches from neutral to 3rd gear, thereby maintaining the gear at the time of the first downshift request operation (3rd gear in the example of FIG. 7). .

Next, the process proceeds to S9 in FIG. 5, and the shift control unit 22a executes the process of maintaining the current gear position by the process of S8 until the shift block release condition is satisfied. In the present embodiment, in S9, it is determined whether the engine rotation speed input from the engine rotation speed sensor 32 is lower than the shift prohibition engine rotation speed threshold, which is the same as in S5, as a shift block release condition. If it is determined in S9 that the shift block cancellation condition is satisfied, the process proceeds to S10, the shift block is canceled, and one process in the flowchart shown in FIG. 5 is completed.

In the example shown in FIG. 7, at time t44, the movement of the shift levers 14 and 16a is restricted, and the driver recognizes that they cannot be operated to the "-" position and releases the accelerator pedal. As a result, the accelerator opening is decreasing and the engine speed is decreasing. Thereafter, at time t46, when the engine speed falls below the shift prohibition engine speed threshold, the pin member is rendered inactive and the shift block is released (shift block signal = OFF).

Next, when the shift block condition is not satisfied in S5 of FIG. 5, the processing from S11 onward that is performed subsequent to the processing of S4 will be explained again with reference to the example of the time chart of FIG. 6.
First, in S11 of FIG. 5, it is determined whether the driver has performed a second downshift request operation. This second shift down request operation is an operation in which the driver wishes to restart power transmission at a lower speed gear, and in this embodiment, the driver moves the shift lever 14 or paddle shift lever 16a for the second time. This is an operation to move to the "-" position.

If it is determined that there is a second shift down request operation, the process proceeds to S12, and if it is determined that there is no second shift down request operation, the process proceeds to S16. In S16, it is determined whether a predetermined time has elapsed after the first downshift request operation was performed at time t2 (FIG. 6). If the predetermined time has elapsed, the process advances to S17; if the predetermined time has not elapsed, the process returns to S11. Therefore, if the shift levers 14, 16a are not operated after the first downshift request operation, the process of S11→S16→S11 is repeated for a predetermined period of time. In this embodiment, 3 seconds is set as the predetermined time after the first downshift request operation.

Here, in the example shown in the time chart of FIG. 6, after the first shift operation (first shift down request operation) is performed at time t2, at time t6, before a predetermined period of time has elapsed, the shift lever 14 , 16a to the "-" position (second shift down request operation) is being performed (shift down signal=ON). Thereby, the process in the flowchart shown in FIG. 5 proceeds from S11 to S12. Note that hereinafter, the second operation by the driver of the shift lever 14 or the paddle shift lever 16a to the "-" position will be referred to as a "second downshift request operation."

In S12, it is determined whether the rotation speed of the engine 2 is equal to or higher than a predetermined rotation speed threshold, and if the rotation speed is equal to or higher than the rotation speed threshold, the process proceeds to S13, and if it is less than the rotation speed threshold, the process proceeds to S18. . In the example shown in the time chart of FIG. 6, after the first downshift request operation at time t2, the driver depresses the accelerator pedal (not shown) between times t4 and t5, so engine 2 The rotation speed has increased above the predetermined rotation speed threshold, and the process advances to S13.

In S13, the shift control unit 22a sends a control signal to the automatic transmission 6, and switches the gear stage of the automatic transmission 6 to the lower speed side by one step. Further, as a second step of the manual rotation synchronization mode, the shift control unit 22a sends a control signal to the clutch 4 to connect the clutch 4 and resume transmission of the driving force of the engine 2. In the example shown in FIG. 6, at time t7, the automatic transmission 6 is switched from the 3rd gear to the 2nd gear, and the clutch 4 is connected while the automatic transmission 6 is switched to the low speed side, and the driving force is Transmission is being resumed.

Next, in S14, it is determined whether or not the longitudinal acceleration of the vehicle 1 detected by the acceleration sensor 30 at the time of switching the automatic transmission 6 is equal to or greater than a predetermined acceleration threshold. If the longitudinal acceleration is equal to or greater than the predetermined acceleration threshold, the process advances to S15. On the other hand, if the acceleration is less than the predetermined acceleration threshold, one process of the flowchart shown in FIG. 5 is completed, and downshifting by operating the shift levers 14 and 16a is completed.

That is, as shown by the solid line in FIG. 6, if the driver appropriately operates the accelerator pedal (not shown) after the first downshift request operation and the engine 2 is set to an appropriate rotation speed. Even when the clutch 4 is connected by the second downshift request operation, the vehicle 1 runs smoothly. In this case, after S14, one process of the flowchart shown in FIG. 5 is directly completed. In this way, the driver operates the shift levers 14, 16a once to the "-" position, then operates the accelerator pedal (not shown), and then moves the shift levers 14, 16a a second time to the "-" position. ” position to downshift and make vehicle 1 run smoothly, giving the driver the feeling of driving a vehicle equipped with a manual transmission, while the automatic transmission This can be felt even in vehicles equipped with

On the other hand, as shown by the dashed line in FIG. 6, if the driver has not operated the accelerator pedal (not shown) after the first downshift request operation at time t2, the engine speed is low. It will remain as it is. Therefore, at the time when the clutch 4 is connected by the second downshift request operation, the engine rotational speed will be significantly different from the rotational speed corresponding to the second gear of the automatic transmission 6. In such a case, when the automatic transmission 6 is switched and the clutch 4 is connected at time t7, a shock occurs, which is detected by the acceleration sensor 30 as a longitudinal acceleration fluctuation.

If it is determined in S14 of FIG. 5 that the acceleration fluctuation at the time of engagement of the clutch 4 (time t7 in FIG. 7) is equal to or greater than the predetermined acceleration threshold, the process proceeds to S15. In S15, the notification control unit 22c of the ECU 22 sends a signal to the display device 34 and the speaker 36, which are notification devices, to notify the driver that the gear shift operation was not appropriate, and performs one step in the flowchart shown in FIG. Finish the process. In this manner, when the acceleration sensor 30 detects an acceleration fluctuation equal to or greater than a predetermined acceleration threshold during the second downshift request operation, the shift control section 22a sends a signal to the display device 34 and the speaker 36, and controls the shift down request operation. Notify the driver that the operation was inappropriate. This allows the driver to recognize that a shock has occurred in the running of the vehicle 1 due to the driver's inappropriate gear shifting operation, which can be useful for improving driving skills.

Next, with reference to FIG. 8, an example of a shift operation when downshifting the automatic transmission 6 from the third gear to the second gear in order to accelerate the vehicle 1 will be described.
First, in the example shown in FIG. 8, a first downshift request operation is performed at time t11. Thereby, the process in the flowchart shown in FIG. 5 proceeds from S3 to S4. In S4, the shift control unit 22a sends a signal to the clutch 4 to stop transmission of driving force as the first step of the manual rotation synchronization mode. Further, the shift control section 22a sends a signal to the automatic transmission 6, and at time t12 in FIG. 8, the automatic transmission 6 is switched to neutral.

Next, in order to increase the rotation speed of the engine 2, the driver starts depressing the accelerator pedal (not shown) at time t13, as shown by the solid line in FIG. 8, and once depresses the accelerator pedal at time t14. After releasing the accelerator pedal, the accelerator pedal is depressed again at time t15. Further, the driver performs a second downshift request operation at time t16. Thereby, the process in the flowchart shown in FIG. 5 proceeds from S11 to S12.

Furthermore, since the driver has increased the rotation speed of the engine 2, the process in the flowchart proceeds from S12 to S13. In S13, the shift control section 22a sends a signal to the automatic transmission 6 to switch the gear position of the automatic transmission 6 to the second gear position. Furthermore, as a second step of the manual rotation synchronization mode, the shift control section 22a sends a signal to the clutch 4 to connect it and restart the transmission of driving force, and the shift is completed at time t17 in FIG. 8. At this time, the rotation speed of the engine 2 has been increased to the rotation speed corresponding to the second gear of the automatic transmission 6, so the downshift is completed smoothly without causing a shock to the vehicle 1 (Fig. 5 (S14→Return). Furthermore, after time t15, the driver continues to depress the accelerator pedal, so the engine speed further increases, and the vehicle 1 accelerates accordingly.

On the other hand, in the example shown by the dashed line in FIG. 8, at time t11, after the driver performs the first downshift request operation (S3→S4 in FIG. 5), the driver depresses the accelerator pedal (not shown). At time t16, the second downshift request operation is performed (S11→S12 in FIG. 5). In this case, at time t17, the engine rotational speed when the automatic transmission 6 is switched to the second gear and the clutch 4 is connected is significantly different from the rotational speed corresponding to the second gear of the automatic transmission 6. Since they are different, a shock occurs when the clutch 4 is connected. In this case, since the acceleration detected by the acceleration sensor 30 becomes equal to or higher than the predetermined acceleration threshold (S14→S15 in FIG. 5), the driver is notified in S15 that the gear shift operation was inappropriate. .

Next, with reference to FIG. 9, an example of the operation of the transmission system 20 when the driver makes a mistake in the gear shifting operation will be described.
First, in the example shown in FIG. 9, at time t21, the driver depresses the brake pedal (not shown) to decelerate the vehicle 1. Next, at time t22, a first downshift request operation is performed. Thereby, the process in the flowchart shown in FIG. 5 proceeds from S3 to S4. In S4, the shift control section 22a sends a signal to the clutch 4 and the automatic transmission 6, and switches the automatic transmission 6 to neutral at time t23 in FIG. After S4, the process in the flowchart shown in FIG. 5 repeats the process of S11→S16→S11, and waits for a second downshift request operation by the driver.

On the other hand, the driver depresses the accelerator pedal (not shown) between times t24 and t25 in order to increase the engine speed, but the second downshift request operation have not done so. In such a case, the process in the flowchart of FIG. 5 moves to S17 at time t26, when a predetermined period of time has elapsed after the first shift down request operation was performed at time t22.

In S17, the shift control unit 22a of the ECU 22 selects an appropriate gear position based on the vehicle speed and engine rotation speed detected by the vehicle speed sensor 26, and automatically switches the automatic transmission 6 to the selected gear position. Furthermore, in S17, the shift control section 22a sends a control signal to the clutch 4 to connect the clutch 4 and resume transmission of the driving force of the engine 2. In the example shown in FIG. 9, since the driver increases the rotation speed of the engine 2 from time t24 to t25, the second gear is selected by the shift control section 22a, and the automatic transmission 6 is switched to the second gear at time t26. Furthermore, the clutch 4 is connected and the transmission of driving force is restarted. In this way, if the second shift down request operation is not detected within a predetermined time after the first shift down request operation is detected, the shift control unit 22a automatically selects the gear position and automatically Switch the transmission 6.

Thereby, it is possible to prevent the vehicle 1 from traveling for a long time with the automatic transmission 6 switched to neutral. Furthermore, the shift control section 22a automatically selects a gear stage based on the vehicle speed and the engine rotation speed. Note that the present invention can also be configured so that the gear stage is selected based only on either the vehicle speed or the engine rotation speed.

Further, as a modification, the present invention is configured such that after S17 in the flowchart of FIG. 5, the display device 34 or the speaker 36 notifies the driver that the second downshift request operation has not been performed. You can also do that. Note that in the example shown in FIG. 9, the engine speed at time t26 is high, so the second gear is selected by the shift control section 22a, but depending on the vehicle speed and engine speed after a predetermined period of time has elapsed, the first speed may be selected. The gear position before the downshift request operation is maintained, or another gear position is selected.

Next, with reference to FIG. 10, an example of the operation of the transmission system 20 when the engine speed drops extremely due to inappropriate operation by the driver will be described.
First, in the example shown in FIG. 10, at time t31, the driver depresses the brake pedal (not shown) to decelerate the vehicle 1. Next, at time t32, a first downshift request operation is performed. Thereby, the process in the flowchart shown in FIG. 5 proceeds from S3 to S4. In S4, the shift control unit 22a sends a signal to the clutch 4 and the automatic transmission 6, and switches the automatic transmission 6 to neutral at time t33 in FIG.

Here, in the example shown in FIG. 10, the driver does not press the accelerator pedal (not shown) after performing the first downshift request operation. Furthermore, in the example shown in FIG. 10, the driver's depression of the brake pedal (not shown) is strong, so the rotational speed of the engine 2 is extremely low.

Next, at time t34, when a second shift down request operation is performed, the process in the flowchart shown in FIG. 5 proceeds from S11 to S12. In S12, it is determined whether the engine speed is greater than or equal to a predetermined engine speed threshold. In the example shown in FIG. 10, the rotation speed of the engine 2 has extremely decreased at time t34 and is less than the predetermined rotation speed threshold, so the process in the flowchart moves to S18.

In S18, the shift control unit 22a does not execute a shift, switches the automatic transmission 6 from the neutral state to the gear position at the time of the first downshift request operation (3rd gear in the example of FIG. 10), and further switches the automatic transmission 6 from the neutral state to the gear position at the time of the first downshift request operation (3rd gear in the example of FIG. 10). 4 and restart the transmission of driving force. That is, in the example shown in FIG. 10, even though the second downshift request operation has been performed, the shift control unit 22a does not perform a downshift, and instead controls the automatic transmission 6 to perform the first shift down request operation. The gear position at the time the change was made is maintained. This is because the engine speed at the time when the second downshift request operation is performed is extremely low, and there is a risk that the engine 2 will stop if the downshift is performed in accordance with the driver's operation. Therefore, if the engine speed at the time when the second downshift request operation is performed is less than the predetermined engine speed threshold, the gear shift to the lower speed side is not performed and the first downshift request operation is performed. The gear position at the time of detection is maintained. This makes it possible to avoid stopping the engine due to inappropriate gear shifting operations by the driver.

Next, in S19, the notification control unit 22c of the ECU 22 sends a signal to the display device 34 and the speaker 36 to notify the driver that a gear shift has not been performed because the engine speed has fallen below a speed that allows a downshift. , one process of the flowchart shown in FIG. 5 is completed. In this way, when the shift control section 22a maintains the gear position at the time when the first downshift request operation was detected, it sends a signal to the notification control section 22c to inform that the shift operation was inappropriate. Notify the driver. This allows the driver to recognize that his/her own gear shifting operation was inappropriate, which can be useful for improving driving skills.

Next, a schematic configuration of a transmission system according to a second embodiment of the present invention will be described with reference to FIGS. 11 to 18. FIG. 11(a) shows a shift lever device provided in the front part of a vehicle compartment of a vehicle equipped with a transmission system according to a second embodiment of the present invention, and FIG. 11(b) shows a shift lever device according to a second embodiment of the present invention. FIG. 11(c) is a conceptual diagram showing the operating position and operating amount of the lever, FIG. 11(c) is a schematic diagram showing the operating position and operating amount of the paddle shift lever according to the second embodiment, and FIG. 13 is a diagram showing the relationship between the operating force and shift stroke of the shift lever device of the transmission system according to the second embodiment, and FIG. 13 shows the shift lever device according to the present embodiment for obtaining the operation reaction force characteristics shown in FIG. 12. FIG. 13 is a schematic diagram illustrating a schematic configuration of an operation reaction force generating device included in the device and a pin member of a shift operation regulating device according to the present embodiment, and shows the shift lever in the M position (FIG. 13(a)) and the N position (FIG. 13(b)). ), and is a schematic diagram showing a mode in which the movement of the shift lever is regulated by the pin member of the gear shift operation regulating device (FIG. 13(c)). It is a block diagram of a transmission system according to a second embodiment, and FIGS. 15 to 18 are flowcharts showing processing when a manual rotation synchronization mode is set in the transmission system according to the second embodiment of the present invention. Below, configurations that are different from the first embodiment described above will be mainly described.

The general configuration of a vehicle 1 equipped with a transmission system according to a second embodiment of the present invention and the front portion of the vehicle compartment thereof is the same as that of the above-described first embodiment shown in FIGS. 1 and 2.
Here, as shown in FIG. 11, in the transmission system of the second embodiment, the stationary type shift mechanism includes a P position, an R position, an N position, or a D position similar to the first embodiment, and a D position. A momentary shift mechanism with a manual mode position, which is different from that in the first embodiment, is provided on the side. In this second embodiment, an M position, an N position, a "-" position, and a "+" position are provided.

In the second embodiment, when the "manual rotation synchronization mode" is selected, as shown in FIG. It is possible to perform a gear shift (downshift) to a lower speed side by a two-step operation of moving the motor to the "-" position and then moving it to the "-" position using a second operation amount (second stroke amount). At this time, as will be described later, the driver can synchronize the engine speed in the N position.

In this second embodiment, when the driver moves the shift lever 14 to the N position at the timing when he wants to cut off the power for downshifting, the clutch 4 is activated, the power transmission is cut off, and the gear position is set to neutral. state. In this state, the driver can synchronize the engine speed by operating the accelerator pedal. Furthermore, if the driver moves the shift lever 14 from the N position to the "-" position at the timing when he wants to resume power transmission in the lower gear, the shift to the lower gear will be resumed, except in certain predetermined cases described below. Switching is performed.

On the other hand, when the "automatic rotation synchronization mode" is selected, the rotation speed of the engine 2 will change even if the driver operates the shift lever 14 to either the N position or the "-" position shown in FIG. 11(b). Synchronization is automatically performed, and a downshift to a lower gear is performed.

Similarly, in the second embodiment, the left and right paddle shift levers 16a, 16b are configured to enable shifting in the "manual rotation synchronization mode". That is, when the shift lever 14 is operated to the M position (see FIG. 11(a)) and the manual mode of the automatic transmission 6 is selected, the driver presses the left paddle as shown in FIG. 11(c). A two-step operation in which the shift lever 16a is moved to the N position by the first operation amount and then moved to the "-" position by the second operation amount, synchronizes the engine rotation speed by the driver's accelerator pedal operation. It is now possible to perform downshifts. On the other hand, when the "automatic rotation synchronization mode" is selected, when the driver operates the paddle shift lever 16a to either the N position shown in FIG. 11(c) or the "-" position, the engine 2 The rotation speeds are automatically synchronized and a downshift to a lower gear is performed.

In addition, in the second embodiment, similarly to the first embodiment described above, when the driver operates the left and right paddle shift levers 16a and 16b, the manual mode can be temporarily entered. Furthermore, in order to prevent erroneous operation of the paddle shift levers 16a, 16b, such intervention may be prohibited at a predetermined operating section.

In addition, as a modification, the present invention can be configured so that the gear stage can be changed using any gear shift operating section other than the shift lever 14 and/or the paddle shift levers 16a, 16b. Further, the shift mode setting operation section 14a can also be used as another push button (not shown).

Next, with reference to FIG. 12, the operating force characteristics of the shift lever according to this embodiment will be explained.
As shown in FIG. 12, in this embodiment, in the manual mode of the shift lever 14 described above, the driver operates the shift lever 14 from the M position, which is the neutral position, to the N position and the "-" position. When doing so, a characteristic is obtained in which the operating force changes non-linearly with respect to the stroke.

That is, as shown in FIG. 12, when the driver operates the shift lever 14 from the neutral position (M position), the operating force increases linearly with respect to the stroke amount. It is designed to feel the reaction force of the operation.
Thereafter, near the N position of the first operation amount (first stage), the change in operating force with respect to the stroke amount is made constant, making it easier for the driver to hold the shift lever 14 at the N position.

Furthermore, in the stroke range exceeding the N position and in the vicinity of the N position (indicated by the symbol A in FIG. 12), the operating force increases linearly at a predetermined slope with respect to the stroke, so that the driver's It is designed to provide a constant reaction force to the operation. This predetermined inclination is such that when the driver holds the shift lever 14 in the N position, an operational reaction force is obtained that will prevent the shift lever 14 from moving from the N position unless the driver intentionally increases the force. It is. This makes it easier for the driver to hold the shift lever 14 in the N position.
In this embodiment, the operating force characteristics shown in FIG. 12 allow the driver to operate the shift lever 14 from the M position to the N position, hold the shift lever 14 at the N position, and change it from the N position to the "-" position. The second-stage operation is made to feel appropriately distinguished from the second-stage operation, thereby allowing the user to perform each operation accurately.

Furthermore, as shown in FIG. 12, when the stroke range indicated by the symbol A is exceeded, the operating force is reduced to make it easier for the driver to operate the shift lever 14 to the "-" position. When the "-" position is exceeded, the operating force is increased linearly with respect to the stroke, thereby regulating the stroke range of the shift lever 14 by the driver.

In this embodiment, the operating force characteristics as shown in FIG. 12 described above are obtained by the operating reaction force generating mechanism 18 as shown in FIG. 13 provided in the shift lever device 15.
As shown in FIG. 13, the shift lever 14 of the shift lever device 15 is configured to rotate around a rotation axis 15a, and is caused by an operation reaction force generating mechanism 18 to generate a shift lever 14 when the driver operates the shift lever 14. An operation reaction force as shown in FIG. 12 is generated in response to the amount of rotation (stroke amount).

The operation reaction force generation mechanism 18 includes a detent 18a and a spring 18b, and in this embodiment, the operation force characteristics as shown in FIG. 12 are mainly set by setting the width, height, and inclination of the detent 18a. I'm trying to get it.

The spring 18b acts between its fixed point 18c and an acting point 18d with the detent 18a (bearing body 18d for reducing sliding resistance with the detent 18a), and moves the shift lever 14 from the N position to the M position. Return it to the position, and also apply a force in the direction of returning it from the "-" position to the M position.

When the driver attempts to operate the shift lever 14, the shift lever 14 moves (strokes) from the position shown in FIG. 13(a) to the position shown in FIG. 13(b), and at that time, it moves beyond the N position. , and the inclination of the detent 18a is set to be mainly large at position A near the N position. As a result, as described above, the operating force is linearly increased at a predetermined slope with respect to the stroke (symbol A in FIG. 12), and a constant operating reaction force is obtained in response to the driver's operation. I have to.

Further, the paddle shift levers 16a and 16b are also provided with an operation reaction force generating mechanism similar to that shown in FIG. 13 so that the same operating force characteristics as shown in FIG. 12 can be obtained. Note that since the driver basically operates the paddle shift levers 16a and 16b with his or her fingers, although the operating force characteristics are the same, the operating force itself is set to be small.

Next, referring to FIG. 14, a transmission system 20 according to a second embodiment of the present invention will be described.
As shown in FIG. 14, the transmission system 20 includes an ECU 22, a shift lever device 15 that inputs signals to the ECU 22, a shift mode setting operation section 14a, a paddle shift lever device 17, It includes an accelerator opening sensor 24, a vehicle speed sensor 26, a slope sensor 28, an acceleration sensor 30, and an engine rotation speed sensor 32. Further, the transmission system 20 includes an automatic transmission 6 to which a control signal from the ECU 22 is input, a clutch 4, and a display device 34 and a speaker 36, which are notification devices. Further, the transmission system 20 includes a speed change operation regulating device 38. The engine 2 is also connected to the ECU 22 and is controlled by control signals.

The shift lever device 15 includes a plurality of position sensors for detecting each position of the shift lever 14, "P", "R", "N", and "D" in automatic transmission mode, and a plurality of position sensors for detecting each position in automatic transmission mode, "P", "R", "N", and "D", respectively, and one in manual mode. A plurality of position sensors are provided to detect the M position, the N position, the "-" position, and the "+" position, respectively, and each signal from these position sensors is input to the ECU 22.
In addition, as a modification, the moving distance of the shift lever 14 with respect to the neutral position (M position) may be detected by one stroke sensor (such as a linear sensor), and the detected signal may be input to the ECU 22.
Each position sensor or stroke sensor of the shift lever device 15 can detect that the shift lever 14 has reached the above-described first operation amount or second operation amount (see FIG. 11(b)).

Further, the paddle shift lever device 17 is provided with a plurality of position sensors that respectively detect the N position, "-" position, and "+" position of the paddle shift levers 16a and 16b, and each signal of these position sensors is sent to the ECU 22. is configured to be input. Note that a configuration may be adopted in which the moving distance of the left paddle shift lever 16a with respect to the neutral position (M position) is detected by one stroke sensor (such as a linear sensor), and the signal thereof is input to the ECU 22.
Each position sensor or stroke sensor of the paddle shift lever device 17 can detect that the left paddle shift lever 16a has reached the above-mentioned first operation amount or second operation amount (see FIG. 11(c)). becomes.

Specifically, the ECU 22 includes a microprocessor, a memory, an interface circuit, a program for operating these, and the like (not shown). The ECU 22 implements functions such as a shift control section 22a, a shift operation detection section 22b, a notification control section 22c, and a shift operation regulation control section 22d using these hardware and software.

The shift control section 22a is configured to send a control signal to the automatic transmission 6 to change the gear position. The specific control content by the speed change control section 22a will be described later.

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

Particularly, in the second embodiment, the shift operation detection unit 22b detects the N position of the manual mode of the shift lever 14 and the "-" position, so that the shift lever 14 is in the first operation amount or the first operation amount as described above. It is configured to detect that the amount of operation has reached 2 (see FIG. 11(b)).
In addition, the shift operation detection unit 22b detects the N position and the "-" position of the left paddle shift lever 16a, so that the left paddle shift lever 16a is adjusted to the above-mentioned first operation amount or second operation amount (FIG. 11). (c)).
When a stroke sensor as a modified example is used, the shift operation detection unit 22b detects the first operation amount or the second operation amount of the shift lever 14 (see FIG. 11(b)) based on the detected stroke amount. , and the first operation amount or second operation amount (see FIG. 11(c)) of the left paddle shift lever 16a.

Similar to the first embodiment, the notification control unit 22c is configured to send various control signals to the display device 34 and speaker 36 connected to the ECU 22 to provide various notifications to the driver.

The shift operation regulation control section 22d sends a control signal to the shift operation regulation device 38 connected to the ECU 22 to regulate the operation of the shift lever 14 of the shift lever device 15 by the driver, and also controls the operation of the shift lever 14 of the shift lever device 15 by the driver. 17, the operation of the left paddle shift lever 16a is restricted.

The shift operation regulating device 38 is a device provided in the shift lever device 15 and the paddle shift lever device 17, respectively, as in the first embodiment described above. In this second embodiment, each shift operation regulating device 38 provided in the shift lever device 15 and the paddle shift lever device 17 restricts the movement of the shift levers 14 and 16a between the N position and the "-" position. It is provided with a regulating part (not shown) that mechanically regulates the position. In the present embodiment, the regulating portion includes a pin member 39 (FIG. 13 c) is shown in its cross section.

In addition, in the second embodiment, similarly to the first embodiment described above, when the shift lever 14 is in the P position, the shift lever device 15 receives an input signal from the brake pedal device (depression of the brake pedal by the driver). The shift lever 14 includes another pin member that mechanically blocks movement of the shift lever 14 from the P position to other positions based on the signal indicating the P position.

The shift operation regulating device 38 according to the second embodiment has an operating mechanism similar to the operating mechanism of the pin member provided at the P position, and this operating mechanism operates the pin member that is the regulating portion, thereby controlling the shift lever 14. It is configured to mechanically restrict the movement movement.
In this embodiment, as shown in FIG. 13(c) described above, the pin member 39 actuated by the shift operation regulating device 18 controls the movement of the shift lever 14 to a position between the N position and the "-" position. The system is mechanically regulated. 13(a) and 13(b) show a state in which the pin member 39 is not operating and the shift lever 14 is movable from the N position to the "-" position. Although the pin member is not shown in the first embodiment described above, it is similar to the pin member 39 shown in FIG. 13(c).

Note that the operating mechanism of the regulating portion of the shift lever 14 may be different from the operating mechanism of the pin member provided at the P position. Further, a pin member serving as a restricting portion of the paddle shift lever 16a is provided to a rotating portion (not shown) of the paddle shift lever 16a, similar to the pin member 39 shown in FIG. 13(c). The rotating portion of the paddle shift lever 16a, the pin member (39), and its operating mechanism are provided in the steering wheel device 16.

As will be described later, when a predetermined shift prohibition condition is satisfied during execution of the manual rotation synchronization mode, the shift operation regulation device 38 receives a control signal from the shift operation regulation control section 22d, and based on the control signal, performs the above-mentioned operation. The pin member is actuated at a timing before the second operation of the shift levers 14, 16a, thereby restricting movement of the shift levers 14, 16a from the N position to the "-" position.

In this embodiment, the movement of the shift levers 14 and 16a is restricted by the pin member described above, but as a modification, a magnetic force generating mechanism ( (not shown), and this magnetic force generation mechanism generates a large resistance force against the movement of the shift lever 14 and/or paddle shift lever 16a, thereby mechanically controlling the movement of the shift levers 14 and 16a. It may also be regulated (suppressed).

Next, the control contents of the shift control section 22a of the ECU 22 according to the second embodiment will be explained.
When the automatic transmission 6 is set to the "automatic mode", the shift control unit 22a selects an appropriate gear based on the detection signal detected by the vehicle speed sensor 26 and the accelerator opening sensor 24, The gear stage of the automatic transmission 6 is switched. In this embodiment, the automatic transmission 6 is a stepped transmission in which a power transmission path by a planetary gear mechanism is switched by connecting/disconnecting a plurality of clutches and brakes, which are the transmission clutches 6a. The shift control section 22a is configured to connect/disconnect the clutch 4 and the shift clutch 6a at predetermined timing to switch gears.

When the automatic transmission 6 is set to "manual mode", the shift control unit 22a changes the gear position of the automatic transmission 6 based on the driver's operation of the shift lever 14 or paddle shift levers 16a, 16b. Switch. In the transmission system 20 of this embodiment, in the "manual mode" of the automatic transmission 6, the driver operates the shift mode setting operation section 14a to select the "automatic rotation synchronous mode" or the "manual rotation synchronous mode". You can choose.

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

In the "automatic rotation synchronization mode", when the driver operates the shift lever 14 or paddle shift lever 16a to downshift, the shift control section 22a of the ECU 22 first sends a control signal to the clutch 4 and disconnects it. let Next, the shift control section 22a sends a control signal to the automatic transmission 6 to switch the automatic transmission 6 to neutral. Further, the shift control section 22a sends a control signal to the engine 2, and controls the engine 2 so that the rotational speed corresponds to the gear position after the shift (one step lower gear position). Next, the shift control section 22a sends a control signal to the automatic transmission 6 to switch the gear position to the lower speed side by one step, and then sends a control signal to the clutch 4 to connect the clutch 4 to complete the shift.

In this manner, in the "automatic rotation synchronization mode", the shift control unit 22a automatically synchronizes the rotation speed of the engine 2 with the rotation speed of the gear position after the gear change. Therefore, the driver can change the gear stage of the automatic transmission 6 by operating the shift levers 14, 16a once without considering the rotation speed of the engine 2. Note that when the driver operates the shift levers 14, 16b to upshift, the same process is performed and the gear stage of the automatic transmission 6 is switched to the high speed side.

Next, when the automatic transmission 6 is set to the "manual mode" and the "manual rotation synchronization mode", the driver controls the first operation amount and the first operation amount of the shift levers 14 and 16a described above. By distinguishing between two operation amounts (see FIGS. 11(b) and 11(c)) and operating in two stages, the gear position of the automatic transmission 6 can be switched to the lower speed side by one stage.

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

Furthermore, when the driver operates the shift lever 14 or the paddle shift lever 16a from the N position to the "-" position at a timing when the driver wants to restart power transmission at a lower gear, the shift control unit 22a When the operation reaches the operation amount position, the shift control unit 22a sends a control signal to the automatic transmission 6 to switch the gear position to the lower speed side by one step, and then sends a control signal to the clutch 4, except in a predetermined case described later. Clutch 4 is connected to complete the gear shift.

Regarding switching to the high speed side using the shift levers 14 and 16b, even if the shift mode setting operation section 14a is set to "manual rotation synchronization mode", the gear position of the automatic transmission 6 can be changed with one operation. Can be switched.

Next, with reference to FIGS. 15 to 18, the content and operation of the control process in the manual rotation synchronization mode of the transmission system 20 according to the embodiment of the present invention will be described. In FIG. 15, S indicates each step.

The flowchart shown in FIG. 15 is repeatedly executed at predetermined time intervals by the shift control section 22a of the ECU 22 when the "manual rotation synchronization mode" is set by the shift mode setting operation section 14a. Note that the time charts shown in FIGS. 16 and 18 show, in order from the top, a brake switch signal, a first shift down signal indicating the above-mentioned first operation amount of the shift lever 14 or paddle shift lever 16a, and a first shift down signal indicating the above-mentioned first operation amount of the shift lever 14 or paddle shift lever 16a. A second downshift signal indicating the second operation amount of the shift lever 16a, a gear position of the automatic transmission 6, a detection signal of the accelerator opening sensor 24, and a rotation speed of the engine 2 are shown, and the horizontal axis represents time. ing. The time chart shown in FIG. 17 includes, in order from the top, a shift block signal that mechanically regulates the shift operation in the shift operation regulating device 38 described above, a shift block signal that indicates the first operation amount of the shift lever 14 or the paddle shift lever 16a, and 1 shift down signal, a second shift down signal indicating the second operation amount of the shift lever 14 or paddle shift lever 16a, a gear position of the automatic transmission 6, a detection signal of the accelerator opening sensor 24, and a detection signal of the engine 2. The number of rotations is shown, and the horizontal axis represents time.

First, in S1 of FIG. 15, various signals are read into the ECU 22, as in the first embodiment, and in S2, it is determined whether a predetermined road surface condition is detected. In S2, it is determined whether the gradient of the running road surface detected by the gradient sensor 28, which is a road surface condition sensor, is greater than or equal to a predetermined gradient threshold value, and whether the road surface friction of the running road surface is less than or equal to a predetermined friction threshold value. be done. If the slope is greater than or equal to the predetermined gradient threshold, or if it is less than or equal to the predetermined friction threshold, one process in the flowchart shown in FIG. 15 is completed without executing the processes from S3 onwards. In this case, as in the first embodiment, even if the manual rotation synchronization mode is set by the speed change mode setting operation section 14a, the automatic rotation synchronization mode is executed. As described above, in the transmission system 20 of the present embodiment, when a predetermined road surface condition is detected, the automatic rotation synchronization mode is executed even if the manual rotation synchronization mode is selected. Ru. In this way, if the automatic rotation synchronization mode is executed even though the manual rotation synchronization mode has been selected, the driver may be notified of this by the display device 34 or the speaker 36.

Next, in S3, it is determined whether the driver has performed a first downshift request operation. This first downshift request operation is an operation in which the driver wishes to cut off power in order to downshift. In the second embodiment, the driver moves the shift lever 14 or paddle shift lever 16a to the N position. This is an operation to make and hold. In this S3, the shift operation detection unit 22b determines whether the operation amount of the shift lever 14 or the paddle shift lever 16a has reached the first operation amount (see FIGS. 11(b) and 11(c)). .

If it is determined that there is a first downshift request operation, the process proceeds to S4; if it is determined that there is no first shift down request operation, one process of the flowchart shown in FIG. 15 is completed. . As described above, the processes from S4 onwards in the flowchart shown in FIG. 15 are executed when the driver performs a downshift request operation using the shift levers 14 and 16a, and when the driver performs an upshift request operation using the shift levers 14 and 16b. It will not be executed if

Here, in the example shown in FIG. 16, the driver presses the brake pedal of the vehicle 1 ( (not shown). Next, at time t2, the driver operates the shift lever 14 or the paddle shift lever 16a to the N position as a first downshift request operation (downshift signal 1=ON). Note that in the following, such an operation of the shift lever 14 or paddle shift lever 16a from the M position to the N position (operation of the first operation amount from the M position) by the driver will be referred to as a "first shift down request operation". Say.

When the first shift down request operation of the shift levers 14, 16a is detected by the shift operation detection section 22b, the process in the flowchart shown in FIG. 15 proceeds to S4. In S4, as the first step of the manual rotation synchronization mode, the speed change control unit 22a sends a control signal to the clutch 4 to disengage the clutch 4 and stop the transmission of driving force. Further, in S4, the shift control section 22a sends a control signal to the automatic transmission 6 to switch the automatic transmission 6 to the neutral state. In the example shown in FIG. 16, at time t3, the clutch 4 is disengaged and the automatic transmission 6 is placed in neutral.

Furthermore, after operating the shift levers 14 and 16a from the M position to the N position at time t2, the driver depresses the accelerator pedal (not shown) between times t4 and t5, as shown by the solid line in FIG. I'm here. As a result, the rotational speed of the engine 2, which had been decreasing due to depression of the brake pedal from time t1, increases.

Next, in S5 to S10, shift block control of the speed change operation restriction device 38 is performed by the speed change operation restriction control section 22d of the ECU 22.
First, in S5, the shift operation regulation control section 22d of the ECU 22 determines whether a shift block condition is satisfied. The shift block condition is a condition for prohibiting a shift to a lower gear by a second downshift request operation, which will be described later.The shift block condition is a condition for prohibiting a shift to a lower gear by a second shift down request operation, which will be described later. This is carried out by mechanical regulation (shift block) of the moving operation of 16a.

In this embodiment, in S5, after the first shift down request operation is performed as a shift block condition (shift prohibition condition), a low gear (for example, It is determined whether or not the engine speed will exceed the permissible engine speed, which is a so-called overrev state, if the engine speed is downshifted to the second speed. In the present embodiment, an engine rotation speed threshold (shift prohibition engine rotation speed) that is estimated to exceed an allowable engine rotation speed (so-called rev limit) when downshifting is determined in advance and is stored in the ECU 22 in the form of a map or the like. In S5, it is determined whether the engine speed indicated by the input signal from the engine speed sensor 32 exceeds the shift inhibition engine speed threshold. As a modification, similar to the first embodiment described above, a condition may be considered in which the clutch temperature of the gear after downshifting is equal to or higher than a predetermined threshold temperature.
In S5, if it is not determined that the engine speed exceeds the shift inhibition engine speed threshold, the process proceeds to S11 and subsequent steps, which will be described later.

If it is determined in S5 that the engine speed has exceeded the shift prohibition engine speed threshold, the process proceeds to S6, where the shift operation regulation control section 22d sends a control signal to the shift operation regulation device 38, and the driver controls the shift lever. A shift block that restricts the operation of the shift lever 14 of the device 15 is executed.
Specifically, in this second embodiment, the pin member of the shift operation regulating device 38 is actuated as described above to move the shift lever 14 and the paddle shift lever 16a between the N position and the "-" position. Each movement is regulated. As a result, even if the driver attempts to move the shift levers 14, 16a from the N position to the "-" position as a second downshift request operation, the shift levers 14, 16a themselves do not move, so the operation is not possible. Can not. As a result, the driver does not perform a gear change operation itself, and as a result, damage to the engine 2 due to overrevving and damage to the clutch 4 due to excessive temperature rise can be prevented.

In S6, the display device 34 and speaker 36 further notify the driver that the shift block is executed and that the shift of the transmission 2 to the lower speed side will not be executed. The driver can feel that the movement of the shift levers 14, 16a is mechanically restricted and cannot be operated, and can also recognize from the display device 34 and speaker 36 that the shift block has been executed.

Here, in the example shown in FIG. 17, the first shift down request operation is detected at time t41 (shift down signal = ON), and the gear position is switched from third gear to neutral at time t42. In the example shown in FIG. 17, the driver starts depressing the accelerator pedal before time t41, and the engine speed increases accordingly. Thereafter, at time t43, as the engine speed exceeds the shift prohibition engine speed threshold, the shift operation regulation control section 22d of the ECU 22 sends a shift block signal to the shift operation regulation device 38 (shift block signal = ON), the pin member of the speed change operation regulating device 38 is activated as described above.

Next, the process proceeds to S7 in FIG. 15, where it is determined whether a predetermined time has elapsed since the first downshift request operation in S3. During this predetermined period, after the driver performs a first downshift request operation to cut off the power, and further performs an accelerator pedal operation to synchronize the engine speed, the driver performs a second downshift request operation. is set at the time when it is assumed that the

The process of S7 is repeated, and when a predetermined period of time has elapsed, the process proceeds to S8, where the shift control unit 22a of the ECU 22 changes the gear position of the automatic transmission 6 until the first downshift request operation is performed without executing downshifting. The gear is maintained at the current gear position.
In this S8, the display device 34 and the speaker 36 further indicate that the shift block condition is established and a control signal for suppressing the shift request operation is sent to the shift operation regulation device 38, so that the transmission 2 The driver is notified that the shift to a lower gear will not be executed. Thereby, the driver can recognize from the display device 34 and the speaker 36 that the shift block has been executed and that the shift to a lower gear has not been executed accordingly.

In the example shown in FIG. 17, a second downshift request operation is assumed at time t44, but since the movement of the shift levers 14 and 16a is mechanically restricted, the driver cannot move the shift levers 14 and 16a. 16a cannot be operated, and as a result, the shift down signal (shift down signal 2) of the second manipulated variable is not transmitted. Thereafter, at time t45, the process of S8 described above switches from neutral to 3rd gear, thereby maintaining the gear position at the time of the first downshift request operation (3rd gear in the example of FIG. 17). .

Next, the process proceeds to S9 in FIG. 15, and the shift control section 22a executes the process of maintaining the current gear position by the process of S8 until the shift block release condition is satisfied. In the present embodiment, in S9, it is determined whether the engine rotation speed input from the engine rotation speed sensor 32 is lower than the shift prohibition engine rotation speed threshold, which is the same as in S5, as a shift block release condition. If it is determined in S9 that the shift block cancellation condition is satisfied, the process proceeds to S10, the shift block is canceled, and one process of the flowchart shown in FIG. 15 is completed.

In the example shown in FIG. 17, at time t44, the movement of the shift levers 14 and 16a is restricted, and the driver recognizes that he cannot shift from the N position to the "-" position, and releases the accelerator pedal. As a result, the accelerator opening degree decreases and the engine speed decreases. Thereafter, at time t46, when the engine speed falls below the shift inhibition engine speed threshold, the shift block is released (shift block signal = OFF).

Next, when the shift block condition is not satisfied in S5 of FIG. 15, the processing from S11 onward that is performed subsequent to the processing of S4 will be explained again with reference to the example of the time chart of FIG. 16.
First, in S11 of FIG. 15, it is determined whether the driver has issued a second downshift request. This second downshift request is a request by the driver to restart power transmission at a lower gear, and in this second embodiment, the driver moves the shift lever 14 or paddle shift lever 16a to the N position. This is an operation to move from the "-" position to the "-" position. In S11, the shift operation detection unit 22b determines whether the amount of operation of the shift levers 14, 16a has reached the second amount of operation (see FIGS. 11(b) and 11(c)).

If it is determined that the amount of operation of the shift levers 14, 16a has reached the second amount of operation, the process proceeds to S12, and if it is not determined that the amount of operation of the shift levers 14, 16a has reached the second amount of operation, the process proceeds to S16. In S16, it is determined whether a predetermined time has elapsed after the first downshift request operation was performed (time t2 in FIG. 16). If the predetermined time has elapsed, the process advances to S17; if the predetermined time has not elapsed, the process returns to S11. Therefore, if the shift levers 14, 16a are not operated after the first downshift request operation, the process of S11→S16→S11 is repeated for a predetermined period of time. In this embodiment, 3 seconds is set as the predetermined time after the first downshift request operation.

In the example shown in the time chart of FIG. 16, after the shift operation of the first operation amount is performed at time t2, the shift levers 14 and 16a are moved to the "-" position at time t6, before a predetermined time has elapsed. A shift operation of the second operation amount is being performed (shift down signal 2=ON). Thereby, the process in the flowchart shown in FIG. 15 proceeds from S11 to S12. Note that in the following, the driver's operation of the shift lever 14 or paddle shift lever 16a from the N position to the "-" position (operation of the second operation amount from the M position) will be referred to as a "second downshift request operation". To tell.

In S12, it is determined whether the rotation speed of the engine 2 is equal to or higher than a predetermined rotation speed threshold, and if the rotation speed is equal to or higher than the rotation speed threshold, the process proceeds to S13, and if it is less than the rotation speed threshold, the process proceeds to S18. . In the example shown in the time chart of FIG. 16, after the first downshift request operation at time t2, the driver depresses the accelerator pedal (not shown) between times t4 and t5, so engine 2 The rotation speed has increased above the predetermined rotation speed threshold, and the process advances to S13.

In S13, the shift control unit 22a sends a control signal to the automatic transmission 6, and switches the gear stage of the automatic transmission 6 to the lower speed side by one step. Further, as a second step of the manual rotation synchronization mode, the shift control unit 22a sends a control signal to the clutch 4 to connect the clutch 4 and resume transmission of the driving force of the engine 2. In the example shown in FIG. 16, at time t7, the automatic transmission 6 is switched from the 3rd gear to the 2nd gear, and the clutch 4 is connected while the automatic transmission 6 is switched to the low speed side, and the driving force is Transmission is being resumed.

Note that if the second downshift request operation is performed at time t6 and the driver continues to hold the shift levers 14 and 16a in the "-" position, the ON signal of the downshift signal 2 continues (FIG. 16). In this case, too, the automatic transmission 6 is switched from the third gear to the second gear based on the second downshift request operation (shift down signal 2 = ON) at time t6. With the automatic transmission 6 switched to the low speed side, the clutch 4 is connected and the transmission of driving force is resumed.

Next, in S14, it is determined whether or not the longitudinal acceleration of the vehicle 1 detected by the acceleration sensor 30 at the time of switching the automatic transmission 6 is equal to or greater than a predetermined acceleration threshold. If the longitudinal acceleration is equal to or greater than the predetermined acceleration threshold, the process advances to S15. On the other hand, if the acceleration is less than the predetermined acceleration threshold, one process of the flowchart shown in FIG. 15 is completed, and downshifting by operating the shift levers 14 and 16a is completed.

That is, as shown by the solid line in FIG. 16, if the driver appropriately operates the accelerator pedal (not shown) after the first downshift request operation and the engine 2 is set to an appropriate rotation speed. Even when the clutch 4 is connected by the second downshift request operation, the vehicle 1 runs smoothly. In this case, after S14, one process of the flowchart shown in FIG. 15 is directly completed. In this way, the driver operates the shift levers 14, 16a to the "N" position, then operates the accelerator pedal (not shown), and then operates the shift levers 14, 16a to the "-" position. By downshifting and making vehicle 1 run smoothly, the driver can feel the same feeling of operating the vehicle as if he were driving a vehicle equipped with a manual transmission, even in a vehicle equipped with an automatic transmission. can be done.

On the other hand, as shown by the dashed line in FIG. 16, if the driver has not operated the accelerator pedal (not shown) after the first downshift request operation at time t2, the engine speed is low. It will remain as it is. Therefore, at the time when the clutch 4 is connected by the second downshift request operation, the engine rotational speed will be significantly different from the rotational speed corresponding to the second gear of the automatic transmission 6. In such a case, when the automatic transmission 6 is switched and the clutch 4 is connected at time t7, a shock occurs, which is detected by the acceleration sensor 30 as a longitudinal acceleration fluctuation.

If it is determined in S14 of FIG. 15 that the acceleration fluctuation when the clutch 4 is engaged (time t7 in FIG. 16) is equal to or greater than the predetermined acceleration threshold, the process proceeds to S15. In S15, the notification control unit 22c of the ECU 22 sends a signal to the display device 34 and the speaker 36, which are notification devices, to notify the driver that the gear shift operation was not appropriate, and performs one step in the flowchart shown in FIG. Finish the process. In this manner, when the acceleration sensor 30 detects an acceleration fluctuation equal to or greater than a predetermined acceleration threshold during the second downshift request operation, the shift control section 22a sends a signal to the display device 34 and the speaker 36, and controls the shift down request operation. Notify the driver that the operation was inappropriate. This allows the driver to recognize that a shock has occurred in the running of the vehicle 1 due to the driver's inappropriate gear shifting operation, which can be useful for improving driving skills.

Here, with reference to FIG. 18, the operation of a modified example in which the operation amount for the neutral position (M position) of the shift levers 14, 16a is detected by one stroke sensor such as a linear sensor will be described. The time chart shown in FIG. 18 is the same as FIG. 16 except for the shift down signal, and only the differences from the time chart shown in FIG. 16 will be explained here.
FIG. 18 shows a case where the stroke sensor outputs a shift down signal (voltage) that changes linearly with the stroke amount of the shift lever 14 or paddle shift lever 16a. In this modification, the above-mentioned first shift down request operation and second shift down request operation are detected using two shift down signal thresholds 1 and 2 for such a shift down signal. That is, as shown in FIG. 18, the gear shift operation detection unit 22b of the ECU 22 detects the time point when the downshift signal exceeds the first threshold value (time t2) as the time point when the first downshift request operation is performed. Thereafter, the time point when the downshift signal reaches the second threshold value (time t6) is detected as the time point when the second downshift request operation is performed.

Next, an example of a time chart (FIG. 8) showing the shift operation when downshifting the automatic transmission 6 from the third gear to the second gear in order to accelerate the vehicle 1 in the first embodiment, as described above, An example of a time chart (FIG. 9) showing the operation of the transmission system 20 when the driver makes a mistake in gear shifting operation, and the transmission system when the engine speed drops extremely due to inappropriate operation by the driver. An example of a time chart (FIG. 10) showing the action of the second embodiment is the same as that of the second embodiment, except that the first and second downshift request operations are detected based on the downshift signals 1 and 2. Their explanation will be omitted here.

Next, the main effects of the transmission system according to the embodiment of the present invention will be explained.
According to the transmission system 20 of the first and second embodiments of the present invention, the driving force disconnection request operation of the shift levers 14, 16a (shift operation section) by the driver (FIG. 3(b) and FIG. 3( When the first operation to the N position in c) or the operation to the N position by the first operation amount in FIGS. 11(b) and 11(c) is detected, the connection/disconnection mechanism 4 of the power transmission system is detected. The first step is to send a control signal to stop the transmission of driving force, and the driver's shift request operation of the shift operation unit (to the "-" position for the second time of operation in Figures 3(b) and 3(c)) 11(b) and 11(c)) is detected, a control signal is sent to the connection/disconnection mechanism 4, and the transmission 6 shifts to the low speed side. The second step of restarting the transmission of the driving force in the state where the transmission is switched to completes the switching of the transmission 6 to the low speed side. At this time, between the execution of the first step in which the transmission of the driving force is stopped and the execution of the second step in which the transmission of the driving force is resumed, the driver himself/herself reduces the engine rotation speed to a low speed. It is possible to operate the accelerator pedal, etc. (solid lines in Figures 6 and 15, times t4 to t5, etc.) to match the rotation speed of the transmission on the side, thereby giving the driver a better sense of the feeling of operating the vehicle. can be done. Furthermore, in the first and second embodiments, when a shift block condition (predetermined shift prohibition condition) is satisfied during execution of the manual rotation synchronization mode, shift operation is restricted to suppress the shift request operation by the driver. Since the device (shift operation suppressing unit) 38 is activated, shifting to the lower speed side of the gear stage is regulated, and reconnection of the driving force is regulated, for example, in a state where the engine speed has increased excessively. As a result, it is possible to suppress a large shift shock, and also to prevent a failure of the engine or power transmission system due to, for example, an excessive increase in engine speed or an excessive load on the power transmission system.

Further, according to the transmission system 20 of the first embodiment and the second embodiment of the present invention, the shift operation regulating device (shift operation suppressing section) 38 provided on the shift levers 14 and 16a is configured to control the shift operation by the driver. The gear shift operation regulation control unit 22d includes a pin member that is a regulation unit that mechanically regulates the movement of the gear shift operation unit so as to regulate the operation, and the gear shift operation regulation control unit 22d controls the shift block condition when a shift block condition is satisfied during execution of the manual rotation synchronization mode. (YES in S5 of FIGS. 5 and 14), and the regulating section is activated to suppress the shift request operation by the driver (S6 of FIGS. 5 and 14). Therefore, by mechanically restricting the driver from performing the gear change request operation itself, failures in the engine 2 and the power transmission system can be more reliably prevented.

Further, according to the transmission system 20 of the first embodiment and the second embodiment of the present invention, when the shift block condition is satisfied during execution of the manual rotation synchronization mode (YES in S5 of FIGS. 5 and 14) , the gear position at the time when the driving force disconnection request operation is detected is maintained without performing a shift to the low speed side (S8 in FIGS. 5 and 14). Engine failure and excessive load on the components of the power transmission system due to gear shifting can be prevented. Furthermore, when the predetermined shift prohibition condition is no longer satisfied (YES in S9 in FIGS. 5 and 14), the suppression of the driver's shift request operation is released (S10 in FIGS. 5 and 14), so that engine 2, etc. This makes it possible to accept a gear change request operation by the next driver while preventing the failure of the transmission.

Further, according to the transmission system 20 of the first embodiment of the present invention, the gear shift operation detection unit 22b detects the driving force disconnection request operation (the first operation in FIGS. 3(b) and 3(c)) by the driver. (operation to the N position) and shift request operation (operation to the "-" position for the second time in Figures 3(b) and 3(c)) from the neutral position (M position) of the gearshift operating unit to a predetermined position. (N position/“-” position in FIG. 3) is detected by distinguishing the number of operations in the same direction and with the same amount of operation, and the regulating part of the shift operation regulating device 38 is configured to move the shift levers 14, 16a to the neutral position (see FIG. 3). Since it is provided between the "M position" and the predetermined position ("N position/"-" position in FIG. 3), it is possible to more reliably restrict the speed change request operation by the driver.

Further, according to the transmission system 20 of the second embodiment of the present invention, the gear shift operation detection unit 22b detects the driving force disconnection request operation (the first operation amount in FIGS. 11(b) and 11(c)) by the driver. (operation to the N position) and shift request operation (operation to the "-" position by the second operation amount in FIGS. ), and the regulating section of the gear shift operation regulating device 38 of the shift levers 14 and 16a allows the driver to perform a driving force disconnection request operation, and also allows the driver to perform a gear shift operation. Since it is provided at the operation amount position that restricts the requested operation (a position between the N position and the "-" position in FIG. 11), it is possible to more reliably restrict the shift request operation by the driver.

Further, according to the transmission system 20 of the first and second embodiments of the present invention, the shift block condition is satisfied and a control signal for suppressing the shift request operation by the driver is sent to the shift operation regulating device 38. (including when the shift block is executed in S6 of FIGS. 5 and 14 and/or when maintaining the gear position is executed in S8), the display device 34 and speaker, which are the notification devices, Since the driver is notified that the shift to the lower speed side will not be performed, the driver will be notified that the movement of the shift levers 14 and 16a is restricted, and that the shift to the lower speed side will not be performed. It is possible to effectively notify the driver.

Further, according to the transmission system 20 of the first and second embodiments of the present invention, the transmission mode setting operation unit 14a allows the manual rotation synchronization mode and the low speed transmission to be set only by the driving force disconnect request operation or the shift request operation. Since it is possible to select an automatic rotation synchronization mode that completes the gear shift to the side, the driver can choose to downshift quickly and accurately at the timing of his/her own will, or if he/she wants to downshift without performing complicated operations. We can also respond to your requests.

Further, according to the transmission system 20 of the first and second embodiments of the present invention, when a predetermined road surface condition is detected by the slope sensor 28 (in S2 of FIGS. 5 and 14), the speed change control unit 22a NO), even if the manual rotation synchronization mode is selected, the automatic rotation synchronization mode is executed, so from the time of execution of the first step of disconnecting the driving force, the second step of reconnecting the driving force is executed. It is possible to avoid a dangerous situation caused by the transmission of driving force being stopped until the step is executed. For example, on a steeply sloped road surface, the vehicle may accelerate unintentionally during the drive force disconnection, or on a low μ road surface, the vehicle behavior may be unstable due to no drive force being applied to the road surface. However, according to the present invention, such a situation can be avoided.

Further, according to the transmission system 20 of the first and second embodiments of the present invention, the shift control unit 22a controls the transmission control unit 22a when the shift request operation is not detected within a predetermined time after the drive force disconnection request operation is detected ( If YES in S16 of FIGS. 5 and 14), the gear stage is automatically selected based on the vehicle speed or engine speed (S17 of FIGS. 5 and 14), so the execution of the first step reduces the driving force. It is possible to avoid driving the vehicle for a long time with transmission stopped, and to select an appropriate gear position according to the driving condition of the vehicle.

Further, according to the transmission system 20 of the first and second embodiments of the present invention, the transmission control unit 22a controls the engine rotation speed at the time when the transmission request operation is detected while the manual rotation synchronization mode is being executed. If the rotation speed is less than the threshold value (NO in S12 in FIGS. 5 and 14), the gear position at the time when the driving force cut request operation is detected is maintained without executing the gear shift to the low speed side, so that the engine rotation By shifting to a lower speed when the number is low, it is possible to prevent unexpected engine stoppage or excessive shock from occurring. For example, when resuming transmission of driving force after the engine speed has fallen to idling speed, if the disconnection mechanism is connected at a low gear, the engine will receive resistance from the power transmission system, causing the engine to The machine may stop unexpectedly or receive an excessive shock, but these situations can be avoided.

Further, according to the transmission system 20 of the first and second embodiments of the present invention, when the gear position is maintained, the display device 34 and the speaker 36 serving as the notification device notify the user (FIGS. 5 and 5). 14, S17), the driver can recognize that his or her gear shifting operation was inappropriate. Further, by notifying the driver that the gear position is maintained, it is possible to prevent the driver from being misled into thinking that the gear shift operation was not performed even though the gear shift operation was performed.

Further, according to the transmission system 20 of the first and second embodiments of the present invention, if an acceleration fluctuation equal to or greater than a predetermined acceleration threshold is detected during execution of the second step (YES in S14 of FIGS. 5 and 14) Since the driver is notified that the gear shift operation was inappropriate (S15 in Figures 5 and 14), the driver can objectively recognize whether his or her gear shift operation is appropriate, and can improve driving skills. It can be useful for When transmission of driving force is restarted at an inappropriate engine speed, a shock occurs between the engine speed and the speed of the transmission, causing acceleration fluctuations in the vehicle. In other words, if the transmission of driving force is restarted at an inappropriate engine speed, a shock will occur due to the difference between the engine speed and the speed on the transmission side, causing acceleration fluctuations in the vehicle. Based on such acceleration fluctuations, it is possible to notify whether or not the gear change operation is appropriate.

Although preferred embodiments of the present invention have been described above, various changes can be made to the embodiments described above. In particular, in the embodiments described above, an automatic transmission was provided as the transmission, which switches gears for transmitting power by connecting and disconnecting a built-in clutch and brake. On the other hand, as modified examples, there are dual clutch transmissions (DCT) that use two clutches to enable seamless gear shifting, and seamless transmissions that shift up by temporarily engaging two sets of gears at the same time. The present invention can be applied to transmission systems equipped with various types of transmissions.

Further, in the above-described embodiment, the stopping of the driving force transmission in the first step of the manual rotation synchronization mode and the restarting of the driving force transmission in the second step are performed by a disconnecting/disconnecting mechanism provided separately from the automatic transmission. Running by the clutch. On the other hand, as a modification, the present invention may be configured so that the transmission of driving force is stopped and restarted using a connection/disconnection mechanism provided inside the transmission. Further, the present invention can also be applied to a transmission system that includes a power transmission system that does not include a connection/disconnection mechanism external to the transmission.

1 Vehicle 2 Engine 4 Clutch (connection/disconnection mechanism)
6 Automatic transmission (transmission)
6a Shift clutch 8 Propeller shaft 10 Drive shaft 12 Wheel 14 Shift lever (shift operation part)
14a Shift mode setting operation section 16 Steering wheel device 16a, 16b Paddle shift lever (shift operation section)
18 Operation reaction force generation mechanism (operation reaction force generation device)
20 Transmission system 22 ECU
22a Shift control section 22b Shift operation detection section 22c Notification control section 22d Shift operation regulation control section (shift operation suppression control section)
24 Accelerator opening sensor 26 Vehicle speed sensor 28 Gradient sensor (road surface condition sensor)
30 Acceleration sensor 32 Engine speed sensor 34 Display device (notification device)
36 Speaker (notification device)
38 Gear shift operation restriction device (shift operation suppressor)
39 Pin member (shift operation suppression part)

Claims (12)

A transmission system that performs gear shifting based on a driver's gear shifting operation,
A power transmission system that transmits the driving force of the engine to the wheels, the power transmission system including a driving force disconnection mechanism and a transmission;
a gear shift operation unit for a driver to perform gear shift operations;
a speed change operation detection unit that detects a speed change operation of the speed change operation unit by the driver;
a speed change control section that executes switching of the driving force by the connection/disconnection mechanism and shifting of the transmission based on the speed change operation detected by the speed change operation detection section;
a speed change operation suppressing section that operates to suppress a predetermined speed change operation of the speed change operation section by the driver;
a gear shift operation suppression control unit configured to suppress the driver's predetermined gear shift operation by the gear shift operation suppression unit when a predetermined gear shift prohibition condition is satisfied;
The speed change control section is configured to be able to execute a manual rotation synchronization mode,
The speed change operation of the speed change operation unit by the driver includes a predetermined driving force disconnection request operation and a predetermined speed change request operation,
The above manual rotation synchronization mode is
A first step of sending a control signal to a disconnection mechanism of the power transmission system to stop transmission of the driving force when the predetermined driving force disconnection request operation is detected by the speed change operation detection section;
A second step in which, when the predetermined shift request operation is detected by the shift operation detection section, a control signal is sent to the connection/disconnection mechanism to restart transmission of driving force while the transmission is switched to the low speed side. and,
The shift operation suppression control section operates the shift operation suppression section to suppress the predetermined shift request operation by the driver when the predetermined shift prohibition condition is satisfied during execution of the manual rotation synchronization mode. A transmission system, characterized in that the transmission system is configured to send a control signal to the speed change operation suppressing section. The shift operation suppressing section includes a regulating section that mechanically regulates the moving operation of the shift operation section so as to regulate the predetermined shift requesting operation by the driver;
The gear shift operation suppression control unit is configured to send a control signal that activates the regulation unit to suppress the driver's predetermined gear shift request operation when the predetermined gear shift prohibition condition is satisfied during execution of the manual rotation synchronization mode. The transmission system according to claim 1, wherein the transmission system is configured to send the transmission information to the shift operation suppressing section. When the predetermined shift prohibition condition is satisfied during execution of the manual rotation synchronization mode, the shift operation suppression control section sends a control signal for activating the regulation section to the shift operation suppression section, and also controls the shift operation suppression section. The transmission gear is configured to maintain the gear position at the time when the driving force cutting request operation is detected, and to send a control signal to the gear shift operation suppressing unit to release the operation of the regulating unit when the predetermined gear shift prohibiting condition is no longer satisfied. 3. The transmission system according to claim 2, wherein: The shift operation detection unit distinguishes the predetermined driving force disconnection request operation and the predetermined shift request operation by the driver based on the number of operations of the shift operation unit from a neutral position to a predetermined position in the same direction and with the same amount of operation. Detect separately,
4. The transmission system according to claim 2, wherein the restriction section of the speed change operation suppressing section of the speed change operation section is provided between the neutral position and the predetermined position of the speed change operation section. The shift operation detection section detects the predetermined driving force disconnection request operation and the predetermined shift request operation by the driver by distinguishing them based on the difference in the amount of operation of the shift operation section in the same direction from a neutral position,
The regulating section of the shift operation suppressing section of the shift operation section is arranged at a predetermined operation amount position that allows the driver to perform the predetermined driving force disconnection request operation and restricts the predetermined shift request operation by the driver. The transmission system according to claim 2 or 3, wherein the transmission system is provided in a transmission system. The information control unit further includes a notification device and a notification control unit, and the notification control unit transmits a control signal to the shift operation suppression unit when the predetermined shift prohibition condition is satisfied, and the control signal for suppressing the predetermined shift request operation by the driver. 6. The transmission system according to any one of claims 1 to 5, wherein a signal is sent to the notification device to notify the driver that the gear shift to a lower gear has not been performed. Furthermore, the transmission mode setting operation section has a transmission mode setting operation section, which allows the transmission to be shifted to a low speed side only by the manual rotation synchronization mode, the predetermined driving force disconnection request operation, or the predetermined shift request operation. The transmission system according to any one of claims 1 to 6, wherein an automatic rotation synchronization mode in which the speed change is completed can be selected. 2. The speed change control section executes the automatic rotation synchronization mode even if the manual rotation synchronization mode is selected when a predetermined road surface condition is detected by the road surface condition sensor. 7. The transmission system according to 7. If the predetermined shift request operation is not detected within a predetermined time after the predetermined driving force disconnection request operation is detected, the shift control section automatically changes the gear position based on the vehicle speed or engine rotation speed. 9. A transmission system according to any one of claims 1 to 8, wherein the transmission system is selected from the following. The shift control section executes a shift to a lower speed side if the engine rotation speed at the time when the predetermined shift request operation is detected is less than a predetermined rotation speed threshold while the manual rotation synchronization mode is being executed. The transmission system according to any one of claims 1 to 9, wherein the transmission system maintains the gear position at the time when the predetermined driving force cutting request operation is detected. The information control unit further includes a notification device and a notification control unit, and the notification control unit sends a signal to the notification device when the gear position at the time of detecting the predetermined driving force disconnection request operation is maintained, and the notification control unit sends a signal to the notification device to perform the gear change operation. The transmission system according to claim 10, wherein the transmission system notifies the driver that the transmission is inappropriate. The notification control unit further includes an acceleration sensor, a notification device, and a notification control unit, and the notification control unit is configured to control the notification device when an acceleration fluctuation of a predetermined acceleration threshold or more is detected by the acceleration sensor during execution of the second step. 12. The transmission system according to claim 1, wherein the transmission system sends a signal to the driver to notify the driver that the gear shift operation was inappropriate.

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