JPH01112064A - Control device for speed change gear with steps for vehicle - Google Patents

Abstract

PURPOSE:To prevent the occurrence of a high gear-shift shock due to malfunction, by a method wherein, when malfunction of a running range selection control body is detected by a malfunction detecting means, actual shift of the gear step of a speed change gear with steps is blocked. CONSTITUTION:Based on the control position of a running range selection control body 62, detected by a control position detecting means 64, and the actual gear stage of a speed change gear with a stage 14 detected by gear stage detecting means 54, 56, 58, and 60, a control unit 16 detects malfunction as malfunction when the control body 62 is shifted to a range for running in a reverse direction to a direction, in which a vehicle heretofore runs, during running of a vehicle. The control unit 16 blocks shift of the gear stage of the speed change gear with a stage 14 to a range in a reverse direction by means of solenoid valves 32, 34, 36, and 30, and a hydraulic circuit 38. This constitution enables prevention of the occurrence of a relatively high gear shift shock due to malfunction.

Description

TECHNICAL FIELD The present invention relates to a control device for a stepped transmission for a vehicle, and in particular, to a control device for a stepped transmission for a vehicle.
The present invention relates to a technique for solving the problem of a sudden change in the driving direction of a vehicle due to an erroneous operation of a shift lever in forward or backward movement.

BACKGROUND ART A stepped variable transmission for a vehicle having a plurality of types of gear stages is known. For example, a so-called fully automatic manual transmission, in which the shift fork of a conventionally manually operated synchronized mesh transmission is driven by a hydraulic cylinder, is an example of such a stepped transmission. 5
No. 9-81230. In such a control device for a stepped transmission for a vehicle, for example, a target gear stage is determined based on the driving state of the vehicle, that is, the actual vehicle speed and the amount of accelerator operation, from a shift diagram stored in advance. The shift actuator is operated so that the actual gear of the gear transmission becomes its target gear.

Problems to be Solved by the Invention By the way, normally in a vehicle, for example, when moving backward (R)
A shift operation body is provided for selecting one of a plurality of driving ranges such as a range, a first speed (L) range, a second speed (S) range, and an automatic driving (D') range. In response to the shift operating body being operated to the reverse range, the gear stage of the stepped transmission is switched to the reverse gear stage, while in the forward range, corresponding to the operating position of the shift operating body, The vehicle is directly switched to a forward gear, or a shift diagram is selected and the gear is switched based on the actual vehicle speed and throttle valve opening from this shift diagram.

Therefore, if the shift operating body is mistakenly operated into a range for traveling in the opposite direction of the vehicle's previous direction of travel, for example, if the shift operating body is operated into the reverse range while the vehicle is moving forward, the stepped transmission Because the machine automatically switches to reverse gear, there was a drawback that a relatively large shock, or deceleration shock, occurred.

Means for Solving the Problems The present invention has been made against the background of the above circumstances.
The gist of this is that, as shown in the complaint correspondence diagram in Fig. 19, in a stepped vehicle transmission in which a shift actuator switches between a forward gear stage and a reverse gear stage, the driving range selection operating body can be used to shift between the forward range and the reverse range. A control device of a type that operates the shift actuator so that the gear stage of the stepped transmission is switched to a forward gear stage or a reverse gear stage in response to a range being selected, the control device comprising: (a) driving. (c) an operation position detection means for detecting an operation position of the range selection operation body; (b) a gear position detection means for detecting an actual gear position of the stepped transmission;
erroneous operation detection means for detecting an erroneous operation of the travel range selection operation body in forward or backward movement based on the operation position of the travel range selection operation body and the actual gear position of the stepped transmission;
The present invention further includes a prevention means for preventing actual gear change of the stepped transmission when the erroneous operation detecting means detects an erroneous operation of the travel range selection operating body in forward or backward movement.

By doing this, when the erroneous operation detection means detects an erroneous operation of the travel range selection operation body based on the operation position of the travel range selection operation body and the actual gear stage of the stepped transmission,
The blocking means prevents actual gear change of the stepped transmission.

Effects of the Invention As described above, when an erroneous operation of the travel range selection operating body is detected, the actual gear change of the stepped transmission is prevented, so that relatively large shocks are prevented from occurring due to the erroneous operation. It will be resolved.

For example, the occurrence of shock caused by the driving range selection operating body being operated to the reverse range for traveling in the opposite direction to the previous forward direction and the stepped transmission being automatically switched to the reverse gear is eliminated. It will be done.

EXAMPLE Hereinafter, an example of the present invention will be described in detail based on the drawings.

In FIG. 2, power from a vehicle engine 1o is transmitted to drive wheels via a magnetic particle type electromagnetic clutch 12, a stepped transmission 14, and a differential gear (not shown).

The magnetic powder type electromagnetic clutch 12 is inserted between the crankshaft 15 and the input shaft 46 of the stepped transmission 14, and as shown in FIG. Transmits a large amount of torque. The above crankshaft 15
The input shaft 46 of the stepped transmission 14 corresponds to the input shaft and output shaft of the magnetic particle electromagnetic clutch 12. The stepped variable speed a14 is a synchronized mesh transmission with five forward speeds and one reverse speed, which is commonly used as a conventional manual transmission.
It has several gears. Moreover, the stepped transmission 14 is
For example, as shown in FIGS. 4 and 5, a shift rod 18 is provided with a shift fork (not shown) for shifting to a first gear and a second gear;
A shift rod 20 to which a shift fork 19 for shifting to the third and fourth gears is attached.
and a shift rod 22 to which a shift fork (not shown) is attached for shifting to the fifth gear and reverse gear, and the shift rods 18, 20, 22 are selectively driven from the neutral position to the shift position. Equipped with a shift device for This shift device rotationally drives a shift select lever 24 to
3 for shifting to drive either of 8゜20.22 in the axial direction
The position hydraulic cylinder 26 and the shift select lever 24 are rotatably supported, and the lower end of the shift select lever 24 is connected to the shift I rod 1B, 20.22 by positioning the shift select lever 24 at three positions in the direction of the rotation axis. and a three-position switching hydraulic cylinder 28 that is engaged with either one of the three positions. The 3-position hydraulic cylinder for shifting 26 and the 3-position hydraulic cylinder for switching 28 function as a shift actuator, as described below. The 3-position hydraulic cylinder 26 for shifting is controlled to 3 positions by a combination of the operation of a pair of solenoid valves 30 and 32, and the 3-position hydraulic cylinder 28 for switching is also controlled by a combination of the operation of a pair of solenoid valves 34 and 36. It is designed to be controlled in three positions by a combination of. That is, due to the combination of the operations of the electromagnetic valves 30, 32, 34, and 36, the hydraulic pressure supplied from the hydraulic pump 37 (shown in FIG. 2) to the hydraulic circuit 38 is transferred to the 3-position hydraulic cylinder 26 for shifting and For example, when both the electric Efi valves 34 and 36 are on, the switching three-position hydraulic cylinder 28 moves the shift select lever 24 to the third position.
It is engaged with the shift rod 20 for switching between the first gear and the fourth gear, but when the solenoid valve 34 is on and the solenoid valve 36 is off, the 3-position hydraulic cylinder 28 for switching engages with the shift select lever 24. is engaged with the shift rod 18 for switching between the first gear stage and the second gear stage, and conversely, when the solenoid valve 34 is off and the solenoid valve 36
When is on, the 3-position switching hydraulic cylinder 28 engages the shift select lever 24 with the shift door 22 for switching between the 5th speed gear and the reverse speed gear.

When both the solenoid valves 34 and 3G are off, the operating position of the three-position switching hydraulic cylinder 28 is maintained.

Further, when both the solenoid valves 30 and 32 are on, the 3-position shift hydraulic cylinder 26 is positioned in a neutral state, but when the solenoid valve 30 is on and the solenoid valve 32 is off, the 3-position shift hydraulic cylinder 26 is positioned in a neutral state. If the cylinder 26 moves any of the shift rods to the first, third, or fifth speed side, and conversely, the solenoid valve 30 is off and the solenoid valve 32 is on, the three-position hydraulic cylinder 26 for shifting moves one of the shift rods to 2nd gear, 4th gear, or the reverse side. When both the solenoid valves 30 and 32 are off, the three-position shift hydraulic cylinder 26 is maintained at its operating position. FIG. 6 shows the relationship between the movement locus of the upper end of the shift select lever 24 and the gear stage established thereby.

The vehicle is equipped with various sensors for detecting driving parameters, and signals from these sensors are supplied to the control device 16. That is, the accelerator operation amount is displayed from the accelerator sensor 42 provided on the accelerator pedal 40.

A voltage signal vace is output to the control device 16.

Engine rotation speed sensor 44 provided in engine 10
From there is a signal t representing the engine rotation period.

is output to the control device 16. The input shaft rotation sensor 50 and the output shaft rotation sensor 52 provided near the input shaft 46 and output shaft 48 of the stepped transmission 14 detect the input shaft 46.
A signal tin representing the rotation period of the output shaft 48 and a signal t out representing the rotation period of the output shaft 48 are output to the control device 16. Further, signals N, , 4 to N, 1 are outputted to the control device 16 from shift position detection switches 54 , 56 , 58 , and 60 provided in the stepped transmission 14 . The operating position of the 3-position hydraulic cylinder 26 for shifting is detected by a combination of signals from a pair of shift position detection switches 54 and 56,
The operating position of the three-position switching hydraulic cylinder 28 is detected by a combination of signals from a pair of shift position detection switches 58 and 60. These shift position detection switches 54, 56, 58, and 60 function as gear position detection means of the stepped transmission 14, and are described in Utility Application No. 1983-41977, which was previously filed by the present applicant. It is configured in the same way as the one above. Additionally, the vehicle has a parking (P) range, reverse (R) range, neutral (N) range, dry 7' (D) range, second (S) range, and low (L) range. A driving range selection operating lever 62 is provided which is operated by the driver, and this driving range selection operating lever 62 detects its operating position and outputs a signal R8o representing the actual range to the control device 16. An operation position detection device 64 is provided for this purpose. Therefore, in this embodiment, the travel range selection operation lever 62 corresponds to a travel range selection operation body, and the operation position detection device 64 corresponds to operation position detection means.

The control device 16 includes a CPU 66, a ROM 68, and a RAM 70.
, a so-called microcomputer equipped with an input interface 72, a clutch drive circuit 74, a throttle drive circuit 76, a solenoid valve drive circuit 78, etc., and which uses the memory function of the RAM 70 and receives input signals according to a program stored in advance in the ROM 6B. Process and solenoid valve 30, 32.3
4.36 The drive signal for driving the solenoid valve drive circuit 7
At the same time, an excitation current for controlling the electromagnetic clutch 12 is output from the clutch drive circuit 74.

In the RAM 70, various storage areas are prepared, such as registers for temporarily storing values determined by executing steps to be described later, flags, and buffers for storing control values. Further, the throttle drive circuit 76 outputs a drive signal to a throttle actuator 82 that drives a throttle valve 80 provided in the intake pipe of the engine IO. Furthermore, a throttle sensor 84 for detecting the opening degree of the throttle valve 800 is provided, and an output signal V1 of the throttle sensor 84 is supplied to the input interface 72.

FIG. 7 shows an example of the output terminal configuration of a solenoid valve drive circuit 78 consisting of four bits, bits 0 to 3. 0
The No. 1, No. 1, No. 2, and No. 3 bits correspond to the solenoid valves 30, 32, 34, and 36, respectively. Similarly, FIG. 8 shows an example of a partial configuration of an input terminal of an input interface 720 consisting of 4 bits from bit 0 to bit 3. 0th bit, 1st bit,
The 2nd and 3rd bits are shift position detection switches 54
．． 56, 58, and 60, respectively.

Next, the operation of the shift control device for an automatic transmission configured as described above will be explained according to the flowchart shown in FIG.

First, in step S1, input signals La, Ein, "0IIL % vacc, VLh," from each sensor are input.
N1w1 to N, w4, and Ro are read. Then,
In step S2, the following equations (1) and (2) are obtained from the above signal.
, (3), (4), (5), and (6), the actual engine rotation speed N1) and the input shaft rotation speed N in
, output shaft rotational speed N0□, vehicle speed SPD, accelerator operation amount, A, cc, and throttle valve opening θ are calculated.

No (rpm) = (1/to) x50se
c --・(1) N+R(rpIll)=(1/l,
,l)X60sec...(2)Nout (rpm)
=(1/tout)X60sec −・(3
) SPD (km/h) = N 0-L ・γdi
f, 2πr・60 rki, 1.1/1000...
-(4) However, r is the radius of the wheel and the gear ratio of the Tdif differential gear device.

A cc ” (Vmec Vetoss) / (Sil1)1X-VCL(1)1))'100...(5) However, Vetos. and vmmx are accelerator pedal 4
This is an output signal from the accelerator sensor 42 when the accelerator sensor 42 is not operated at zero and when it is fully operated.

θ (%) = (Vth-v”””)/(v””-v””
”), 100...(6) However, vctot+e and vlIax are output signals from the throttle sensor 84 when the throttle valve 80 is fully closed and fully open.

Further, in step S2, the range position calculation routine shown in FIG. . As a result, when the signal R8,1 indicates the R range, the contents of the register R*ngta are set to "4", and the signal Rs
When w indicates the N range, the contents of register R0□ are set to "0", and when signal R8,4 indicates the D range, the contents of register R,□ are set to "3". , when the signal R3W indicates the S range, the contents of the register R1)1)91) are set to "2", and the signal R3W
When indicates the L range, the contents of register R09 are set to "1".

In the subsequent step S3 of FIG. 1, the current gear stage calculation routine shown in FIG. 10 is executed, so that the signals N□4 to N, , 1 The current gear position is detected based on. The signals N, A4 to N□1 are supplied to the input terminals arranged as shown in Figure 8, so they are judged by the binary number γ-3- expressed by the bit arrangement of the terminals. . That is, when none of the signals N13 to N, , , 1 are supplied, the binary number T-s- of ° is "0".
” Therefore, the stepped transmission 14 is determined to be in the neutral state, and when the signals N□2 and N,84 are supplied, the binary number T-3- becomes “5”, so it is in the first gear. If the signals N, , 2, and N□3 were supplied, the binary number T-51) would be "6", so it was determined that the gear was in 2nd gear, and only the signal N□4 was supplied. If the binary number γ
Since -sw is "1", it is determined that the gear is in the third gear, and if only the signals N,,3 are supplied, the binary number r-s- is "2", so it is determined that the gear is in the fourth gear. It is determined that the signal N□l
and N Sn2 are supplied, the binary γ-meter becomes "9", so it is determined that it is the 5th gear, and the signals N, 1
and when N13 is supplied, the binary number r-s- is
10'', it is determined that the gear is in reverse, and a value indicating the current gear is stored in the register T.

In the subsequent step S4, in order to determine whether or not a series of automatic shift operations for switching between 14 gears is in progress, it is determined whether the content of the shift sequence flag Fch* is "0" or not. will be judged. If it is determined that the gear position is "0", the gear shift operation has been completed, and the target gear stage T1) is determined by executing the subsequent step S5. If it is determined, execution of step S5 is suspended and step S6 is executed. In step S5, a shift pattern corresponding to the actual gear position is selected, and the target gear position γ8 is determined from this shift pattern based on the vehicle speed SPD and the throttle valve opening θ. That is, in steps SMI to 5M10 of the target gear stage determination routine in FIG.
If the content of register R5nee indicating the actual operating range of S2 is "1" (L range), the content of register T8 for storing the target gear stage is set to "1", and "2" (S
range), the contents of the target gear γ1 are set to "2", and if r4J (R range), the contents of the target gear TI' are set to "6" (reverse gear), and the neutral is set to "0". ), the content of the target gear γ1 is set to "O" (neutral gear), but if the actual operating position is "3", in step SM6, the shift pattern selection and target gear shown in FIG. By executing the gear calculation routine, a shift diagram corresponding to the actual gear stage is selected, and a shift point vehicle speed is determined from the shift diagram based on the actual vehicle speed SPD and throttle valve opening θ. The target gear position is determined when the actual vehicle speed 5l)D passes through the shift point vehicle speed. For example, actual vehicle speed SP
A register T1 that stores a numerical value indicating the target gear stage T1' when D becomes the upshift shift point vehicle speed spo, p or more.
The content of is 1 of the gear stage used until then as r+1.
The upper gear is the target gear, but the actual vehicle speed SPD
The shift point for downshifting is 5 poa. When the value becomes less than or equal to wn, the contents of the register γ1 become r-1, and the gear stage one stage below the gear stage used up to that point is set as the target gear stage. 1st
Figures 3 (a), (b), and (C) show examples of shift diagrams selected in the first gear, second gear, and fifth gear, respectively, and the solid lines are The broken line is a diagram for determining the shift point vehicle speed SPD, , for upshifting, and the broken line is a diagram for determining the vehicle speed SPD, , , for downshifting. For example, if the shift diagram shown in Fig. 14 is selected, the calculation of the shift point vehicle speed 5PDup (Y-axis data) from the data map that constitutes the diagram is based on the actual accelerator operation It A c c and the X on the map. The X-axis data when Acc<X-axis data is sequentially compared with X-axis data, and the X-axis data when Acc<X-axis data is set as X2, and the X-axis data immediately before Acc<X-axis data is set as Xl, and those X-axis data X1 and X
Letting the Y-axis data corresponding to 2 be Y and Y2, the calculation is performed according to the following equation (7). Note that the actual gear position γ of the stepped transmission 14 is determined by the shift position detection switch 54, 56, 5.
For example, as shown in FIG. 15, the gear ratio of each gear stage of the stepped transmission 614 is stored in advance in the ROM 68, The actual gear stage γ may be determined by comparing with these gear ratios.

・ ・ ・(7) When the target gear stage TI' is determined in the above manner, it is determined in step S6 of FIG. 1 whether the content of the shift operation sequence flag Feh9 is rOJ or "4". be done. When it is determined that the content of the shift operation sequence flag Fch* is rOJ, steps 87 and subsequent steps are executed to execute control associated with starting or stopping the vehicle. However, the shift operation sequence flag F e
When it is determined that the content of hg is "4", this is a speed change operation that does not involve opening/closing control of the throttle valve 80 and engagement control of the magnetic particle electromagnetic clutch 12, that is, a speed change operation while the vehicle is stopped. Range selection operation lever 6
Step 314 to switch the stepped transmission 14 to the target gear T1 determined based on the operation of step 2.
The following will be executed: In addition, the gear shift operation sequence flag F
If the content of ch9 is not "4" (not "O"),
That is, in the case of "1", "2", or "3", the opening/closing control of the throttle valve 80 and the magnetic particle type electromagnetic clutch 1 are
2, and step S10 is directly executed in order to continue the shift operation.

In step S7, the engine rotation speed N is determined in order to determine whether the vehicle is starting or running with the clutch engaged. and the input shaft rotational speed N1, the absolute value I N
, -N, , l is larger than a predetermined constant value ΔN.

If it is large, the magnetic particle electromagnetic clutch 12 has not yet completed engagement, and the vehicle is starting or stopping, so step S13 is executed; however, if it is not large, the magnetic particle electromagnetic clutch 12 Since engagement of the clutch 12 has been completed, step S8 is executed. In this step S8, the current gear γ and the target gear T* are compared, and since the current gear T and the target gear γ are different from each other, the stepped transmission 14 is upshifted or downshifted. If it is determined that it is necessary, steps 89 and subsequent steps are executed, but it is determined that there is no need to shift the stepped transmission 14 because the current gear T and target gear γ1 are the same. If it is, step Sll
The following will be executed:

In step S9, a series of automatic gear change operations accompanying the shift of the stepped transmission 14, that is, the output l of the engine 10.
a power reduction step to reduce the torque to approximately zero, a gear change step to change the gear of the stepped transmission 14, and a power retransmission to transmit the output torque of the engine 10 to the rear wheels again after changing the gear. In order to execute the steps sequentially, code data indicating the first step is set in the contents of the shift sequence flag Fck*. In the code data in this embodiment, for example, "1" indicates a power reduction step, and "1" indicates a power reduction step.
Since "2" indicates the gear stage switching process and "3" indicates the power retransmission process, the above step S9
In this case, the contents of the shift sequence flag Fch* are set to "1". Then, in the following step SIO, in the shift operation routine shown in FIG. 16, automatic shift operations are sequentially executed based on the contents of the shift sequence flag F Chll. That is, in step SHI, the contents of the shift sequence flag Fchg are determined. Initially, it is "1", so in step SH2, the throttle valve opening θ is
is a value θ, which indicates a predetermined fully closed state. 3. .

It is determined whether or not it is larger than . Throttle valve opening θ
is its value θ,. 8. If it is smaller than , the power is in a reduced state and steps SH6 and subsequent steps are executed, but since the throttle valve opening θ is initially larger than its value θcLos·, steps SH3 and subsequent steps are executed. First, in step S H3, the throttle control ffl V
A predetermined reduction amount Δ of the throttle valve opening from t h
ΔV corresponding to θ is subtracted. Since this subtraction is executed every control cycle, it is related to ΔV or the speed at which the throttle valve opening is closed. In the subsequent step SH4, the clutch control I V ct is updated to the value VCL-1 in the previous control cycle and maintained at that value, and the shift control O1V□. is assumed to be zero. Then, in step SH5, the contents of the shift sequence flag Fchg are updated to "1".

While the above steps SHI to SH5 are repeatedly executed, the throttle valve opening degree θ is changed to θ in step SH2.
,. 3. If it is determined that the value has become smaller than , the step of changing the gear stage below step 7° SH6 is started.

First, in step SH6, it is determined whether or not the actual gear T and the target gear Tl' are the same, and if they are the same, the power retransmission process from step 5HIO is executed. are not the same, so steps SH7 and subsequent steps are executed. In step S H7, electromagnetic clutch 1
In order to maintain the throttle valve 80 in the open state and the throttle valve 80 in the fully closed state, the clutch control amount ■ and the throttle control amount A stage switching routine is executed.

In FIG. 17, first, in step SGI, the data stored in register γ1 is processed using the signal processing routine shown in FIG. It is converted into a numerical value (binary number) that can be easily handled as a signal and can be output in its original bit arrangement. That is, in order to convert the data into data having the same arrangement as the input terminals of the input interface 720 shown in FIG. 8, the data indicating the target gear stage actuates the three-position hydraulic cylinder 26 for shifting according to a certain predetermined rule. is converted into shift side data r"sh for operating the switching three-position hydraulic cylinder 28 and select side data γ it for operating the 3-position switching hydraulic cylinder 28. For example, if the target gear stage is the first gear stage, the shift side data γ81 is rlJ and select side data γ i
If l is "4" and the target gear is the second gear, the shift side data γ sh is "2" and the select side data γ sL is "4", and the target gear is the third gear. If the target gear is the 4th gear, the shift side data γ sh is “1” and the select side data γ st is rOJ, and if the target gear is the 4th gear, the shift side data Tll5h is “2” and the select side data γ SL is "0" and the target gear is the 5th gear, the shift side data r'sh is rlJ.
In addition, if the select side data γ1sL is "8" and the target gear stage is the 6th speed (reverse) gear stage, the shift side data T
1) □ is “2” and select side data γ SL is “8”
It is said that

Returning to FIG. 17, in step SG2, in exactly the same manner as described above, the contents of the register T indicating the actual gear stage are converted into shift side data γ and select side data γ5L by a processing routine not shown. These shift side data rsh and select side data γ1 are the lower 2 of the signal string of signals N, , 4 to Ns, 1 supplied from the shift position detection switch 54, 56, 58, 60 to the input interface 72. It may be made up of 7 bits and the upper 2 bits (including the lower 2 bits of "0" as a numerical value).

In step SG3, select side data T1) based on the target gear stage. It is determined whether or not L matches the select side data rsL based on the actual gear position, and in step S04, the shift side data r'' based on the target gear position is determined.
It is determined whether fh and shift-side data Tsb based on the actual gear stage match. Steps SG3 and S
If both determinations in G4 are affirmative, there is no need to change the gear stage, so step S05 is executed and the content of the control value VshifL is set to zero. However, even if the judgment in step SG3 is affirmative, step SG4
If the determination in step 3 is negative, step SG6 is executed, and the contents of the control value (I) ifL are set as the shift-side data γ8□ based on the target gear position.

As a result, the three-position hydraulic cylinder 26 for shifting is driven in step S27, which will be described later, and the target gear stage γ8 is established. Furthermore, if the determination in step SG3 is negative, it is necessary to use a different shift rond from the one that the shift select lever 24 has been engaged with up to that point, so in step SG7 the shift side data based on the actual gear position is γ8. It is determined whether or not is "0", that is, whether or not the three-position hydraulic cylinder 26 for shifting is in the neutral position. If the judgment in step SG7 is affirmative, then in step SG8 the control value V
The contents of lhifL are select side data TiL based on the target gear stage.

However, if the determination in step SG7 is negative, in order to operate the 3-position hydraulic cylinder 26 for shifting to the neutral position, the control value Vsh is
The content of ift is set to "3".

The content “3” of this control value VshifL is “1” in binary
” Therefore, in step S27, the solenoid valve drive circuit 7
Drive signals are output from bit 0 and bit 1 of 8 to solenoid valves 30 and 32, respectively. When the 3-position hydraulic cylinder 26 for shifting is operated to the neutral position in this way, the shift rond is selected in steps SG8 and S27 of the next cycle, and the target gear stage is selected in steps SG6 and S27 of the next cycle. is established.

When the execution of the gear change routine in step SH8 is completed in this manner, the contents of the shift sequence flag F, h9 are set to "2" in step SH9. As a result, the register T' in which the numerical value indicating the target gear stage is stored by the gear stage switching routine of the Sugetsubu SH8 and the register γ in which the numerical value indicative of the actual gear stage is stored match in content. , step SH in FIG.
6 is affirmed, and a series of steps 5HIO to 5H14 are executed to execute the power retransmission process. That is, in step 5HIO, it is determined whether the actual throttle valve opening θ is smaller than the accelerator operation IAcc. The throttle valve opening θ and the accelerator operation 1) Acc are compared, for example, by percentage (%). Initially, the throttle valve opening θ is smaller than the accelerator operation IAcc, so the electromagnetic clutch 1 is activated in step 5HII.
The control value VcL for 2 is increased by a predetermined constant increase value ΔVcL (an amount corresponding to ΔTc).

Then, in the following step 5H12, the engine 10
In order to prevent idling, it is determined whether the control value ■, is equal to or greater than a predetermined small constant transmission torque TcL''.In step 5H12, the control value ■,
If it is determined that T c L1 or more, it means that the magnetic particle type electromagnetic clutch 12 has started to engage, so in step SH, 13 the throttle actuator 8
However, if it is determined in step 5H12 that the control value VCL is smaller than TcLl, then the maintenance of the magnetic particle type electromagnetic clutch 12 is increased. Since the shift has not yet started, execution of step 5H13 is skipped to temporarily prevent the increase in throttle valve opening θ, and the content of the shift sequence flag Fchw is set to "3" in step 5H14. .

While the above steps are repeatedly executed, the control value (■) for the electromagnetic clutch 12 is determined in step 5HII.

When the throttle valve opening θ is increased in step 5H13 as the throttle valve 8 is increased, the throttle valve opening θ is increased in step 5H13.
0 is sequentially opened and the throttle valve opening θ reaches a predetermined constant accelerator pedal operation amount Acc, so at this point the determination in step 5HIO is denied and step 5H15 is executed. As a result, it is assumed that the power retransmission process has been completed, and the shift sequence flag F
The contents of cho are set to rOJ.

If it is determined in step S8 that the current gear position γ and the target gear position γ1 match, the input shaft rotational speed N in is predetermined in order to determine clutch control when the vehicle is stopped. Clutch release reference rotation speed N. It is determined whether the value is larger than 1). If it is large, there is no need to release the magnetic particle type electromagnetic clutch 12, so the clutch control it v ct is performed in step S12.
is updated to a predetermined maximum control IV, Ll@IIX. This maximum control amount vcL''■ corresponds to the rated maximum transmission torque of the magnetic particle type electromagnetic clutch 12.On the other hand, when the manual shaft rotational speed N in is the clutch release reference rotational speed N0.

If it is determined that the condition is below, in step S19, the clutch control amount Vcl is set to zero and the magnetic particle type electromagnetic clutch 12 is released in order to prevent the engine IO from stopping.

Further, in the step S7, if it is determined that the rotational speed difference IN, -Nin1 in the magnetic particle electromagnetic clutch 12 is larger than ΔN, the shift operation is completed and the slippage of the magnetic particle electromagnetic clutch 12 is large. Therefore, first, it is checked whether the actual gear T of the stepped transmission 14 matches the target gear T1). If it is determined that they match, the actual accelerator operation amount A. .

is the accelerator operation when idling, lit A cct d
It is determined whether or not it is larger than L. If the actual accelerator operation amount A- is larger than the accelerator operation IAcc"' during idling, the vehicle is in a starting state, so clutch control related to starting the vehicle is executed in step 318. In other words, the magnetic particle The control value ■□ corresponding to the excitation voltage supplied to the electromagnetic clutch 12 is calculated according to the following equation (8).This equation (8) is calculated based on the engine rotation in relation to the depression of the accelerator pedal, similar to the centrifugal clutch. The electromagnetic clutch 12 is engaged by increasing the transmission torque of the clutch as the speed N becomes higher than the idle rotational speed.

VCL= (N, N1aL)Xk...(8
) However, N idt is the engine rotation speed at idle, and k is a constant.

However, in the above step S17, the actual accelerator operation 1iAcc is the accelerator operation amount A during idling.
If it is determined that it is not larger than i a L,
Since the vehicle is in a coasting state, such as before stopping, the clutch control amount V Ct is set to zero in step S19, and the magnetic particle type electromagnetic clutch 12 is maintained in the open state.

As described above, after the clutch control value VcL when the vehicle starts or coasts is determined in steps 318 and 319, S12, step S20 is executed,
The throttle valve opening θ is the operation 1Ae of the accelerator pedal 40
The content of the control value VLh for the throttle actuator 82 is updated to the operation amount Acc of the accelerator pedal 40 so that it corresponds to the operation amount Acc of the accelerator pedal 40.

If it is determined in step S13 that the actual gear position γ does not match the target gear position T8, the rotational speed difference in the magnetic particle electromagnetic clutch 12 is larger than ΔN and the target gear position γ1 and the actual gear position γ are different. Since this is a case where a gear shifting operation is performed while the vehicle is stopped, the gear shifting operation is performed in step S14 so that automatic gear shifting operations including throttle control and clutch control are not performed in the next control cycle. The content of the operation sequence flag Feh9 is set to "4". In the following step S15, clutch control El v ct is performed so that the gear stage of the stepped transmission 14 is smoothly switched.
and throttle control m V th are both set to zero, in step S16 the above-mentioned FIGS.
By executing the routine shown in FIG. 8, the gear position of the stepped transmission 14 is switched to the target gear position γ8.

As described above, each control iLvLh, Vshifl
After L is determined, the driving range selection operation lever 62
Step 321 and subsequent steps are executed in order to execute a failsafe that prevents the occurrence of a shock caused when the vehicle is erroneously operated to a range for traveling in the direction opposite to the direction in which the vehicle was previously traveling. First, in step S21, it is determined whether the vehicle speed sPD is greater than or equal to a predetermined constant value δ. This value δ is, for example, 'l k
m/h, and determines the lower limit of the vehicle speed range in which the above-mentioned fail-safe functions. If it is determined in step S21 that the vehicle speed SPD is smaller than a predetermined constant value δ, there is no need to make the failsafe function, so step S27 is executed and each control 1
VC ■, V Ski□ are output and ia magnetic clutch 12 throttle actu unique 82, solenoid valve 30.3
2.34.36 etc. are driven.

However, if it is determined in step S21 that the vehicle speed sPD is equal to or higher than a predetermined constant value δ, that is, that the vehicle speed sPD is within the range that allows the failsafe to function, the driving range selection operation lever 62 is activated in step s22. Whether it is located in the forward range (in any one of the S, S, and D ranges) is determined based on the signal from the operation position detection device 64 or the contents of the register Ran9m. If it is determined in this step S22 that the driving range selection operation lever 62 is located in the forward range, a Step S24 is executed. If it is determined in step S24 that the actual gear T of the stepped transmission 14 is not the reverse gear, this is not an erroneous operation, and step S27 is executed. However, if it is determined in step S24 that the actual gear T of the stepped transmission 1) 4 is a reverse gear, this is an erroneous operation, so step S25 is executed and the content of the control value VihifL is set to zero. Ru. Further, if the determination in step S22 is negative, step S
23, whether or not the travel range selection operation lever 62 is located in the reverse range (R range) is determined by a signal from the operation position detection device 64 or by the register R, 9. Judgment will be made based on the content.

In this step S23, if it is determined that the driving range selection operating lever 62 is not located in the reverse range, this means that no erroneous operation of the driving range selection operating lever 62 will occur, so step s27 is executed. When it is determined that the range selection operation lever 62 is located in the reverse range, the actual gear position T of the stepped transmission 14 is
is the forward gear stage (1st gear, 2nd gear, 3rd gear, 4th gear, 5th gear)
Step 326 is executed to determine whether the vehicle is in a high gear position. If it is determined in step 826 that the actual gear γ of the stepped transmission 14 is not a forward gear, this is not an erroneous operation, and step 327 is executed.

However, if it is determined in step S26 that the actual gear of the stepped transmission a14 is a forward gear, this is an erroneous operation, and step S25 is executed and the content of the control value V□5ft is set to zero. be done.

In this way, steps 322, S23, S24.3 above
26 corresponds to an erroneous operation detection means for detecting erroneous operation of the travel range selection operation lever 62, and the step S25
corresponds to a blocking means for blocking switching to a gear stage for traveling in a direction opposite to the traveling direction of the vehicle.

Therefore, in this embodiment, when the driving range selection operation lever 62 is erroneously operated to a range for driving in the opposite direction to the previous driving direction of the vehicle while the vehicle is running, the content of the control value ■□ift is set to zero, thereby preventing switching to a gear for traveling in the opposite direction.

Therefore, shocks occur due to erroneous operations such as when the driving range selection operating lever 62 is operated to the reverse range while the vehicle is traveling forward, or when the driving range selection operating lever 62 is operated to the forward range while the vehicle is traveling backwards. is suitably prevented.

Although the embodiment of the present invention has been described above based on the drawings, the present invention can also be applied to other aspects.

For example, steps S21 to S in the above embodiment
In the fail-safe routine for erroneous operation of the driving range selection operating lever 62 of No. 25, erroneous operation occurs when the driving range selection operating lever 62 is operated to the reverse range while the vehicle is traveling forward, and when the driving range selection operating lever 62 is operated to the reverse range while the vehicle is traveling backwards. For each erroneous operation when the selection operating lever 62 was operated to the forward range, the gear position of the stepped transmission 14 was prevented from switching, but the gear position of the stepped transmission 14 was prevented from changing only for one of the above erroneous operations. may be performed.

In addition, in the fail-safe routine for erroneous operation of the driving range selection operating lever 62 in steps S21 to S25, the contents of the control value VSki□ are set to zero, so that the gear stage for traveling in the direction opposite to the traveling direction of the vehicle is changed. However, other means may be used, such as a circuit that temporarily blocks the supply of drive signals to the solenoid valves 30, 32, 34, and 36 when the above-mentioned erroneous operation is detected. It is.

Further, in the above-mentioned embodiment, the travel range selection operation lever 6
2 has a plurality of forward ranges, and the operation position detection device 64 has a function of individually detecting the plurality of forward ranges, but the travel range selection operation lever has a single forward range and the operation position detection device may be equipped with the function of detecting its single forward range and reverse range.

Further, although the magnetic particle type electromagnetic clutch 12 is used in the above-described embodiment, other types of automatic clutches that can control engagement, such as a hydraulic clutch, may be used.

Furthermore, although the aforementioned stepped transmission 14 was a synchronous mesh type transmission, it is a planetary gear type stepped transmission in which gears are switched by selectively operating a plurality of frictional engagement devices. There is no problem even if there is.

It should be noted that the above description is merely an example of application of the present invention, and various modifications may be made to the present invention without departing from the spirit thereof.

[Brief explanation of the drawing]

FIG. 1 is a flowchart illustrating the operation of the control device of FIG. 2. FIG. FIG. 2 is a block diagram showing a control device for a stepped variable transmission for a vehicle, which is an embodiment of the present invention. Third
The figure is a diagram showing the characteristics of the electromagnetic clutch shown in FIG. 2. 4 and 5 are diagrams showing a hydraulic drive device for switching gear stages of the stepped transmission shown in FIG. 2, and are sectional views of essential parts as seen from cross sections at right angles to each other. Figure 6 shows the 4th
FIG. 6 is a diagram showing the relationship between the locus of the end of the shift select lever in FIGS. and FIG. 5 and the shift position. Figures 7 and 8
The figure is a diagram illustrating the terminal configuration of the electromagnetic valve drive circuit of FIG. 2 and the terminal configuration of a part of the input interface, respectively. 9, FIG. 10, FIG. 1), FIG. 12, FIG. 16, FIG. 17, and FIG. 18 are diagrams showing the routines executed in the flowchart of FIG. 1, respectively. 1st
3 (al, (b), and (C) are diagrams respectively showing the 41 sa and h tag velocity diagrams recorded in advance in the ROM of FIG. 2,
[a] is the diagram selected in the first gear stage, (bl
is the diagram selected in the second gear stage, TC) is the diagram selected in the fifth gear stage
It is a diagram selected in a high gear stage. FIG. 14 is a diagram illustrating the calculation for determining the shift point vehicle speed in the flowchart of FIG. 12. Figure 15 shows R in Figure 2.
It is a chart showing gear ratios stored in advance in OM. 19th
The figure is a diagram corresponding to claims of the present invention. IO = Engine 14: Stepped transmission 26: 3-position hydraulic cylinder for shifting (shift actuator) 28: 3-position hydraulic cylinder for switching (shift actuator) 54.56.58.60: Shift position detection switch (gear stage detection means ) 62: Travel range selection operation lever (travel range selection operation body) 64; Operation position detection device (operation position detection means) Steps S22, S23, S24, S26: Erroneous operation detection means Step S25: Preventing means Applicant: Tokota Jidosha Co., Ltd. Shift fJ direction゛ Performance 4 Figure 1 @ Figure 5

Claims (3)

[Claims] (1) In a vehicular stepped transmission that is switched between a forward gear and a reverse gear by a shift actuator,
The shift actuator is actuated to switch the gear stage of the stepped transmission to a forward gear stage or a reverse gear stage in response to a forward range or a reverse range being selected by a travel range selection operating body. A control device comprising: operation position detection means for detecting the operation position of the travel range selection operation body; gear position detection means for detecting the actual gear position of the stepped transmission; an erroneous operation detection means for detecting an erroneous operation of the travel range selection operation body in forward or backward movement based on an operation position and an actual gear position of the stepped transmission; A control device for a stepped variable transmission for a vehicle, comprising: blocking means for preventing actual gear change of the stepped transmission when an erroneous operation of the stepped variable transmission is detected. (2) Claim 1, wherein the blocking means prevents the actual gear stage switching of the stepped transmission on the condition that the vehicle exceeds a predetermined constant speed. A control device for a stepped variable transmission for a vehicle as described in . (3) The gear stage of the stepped transmission is switched in accordance with a shift control value, and the blocking means sets the content of the shift control value to a value indicating a neutral state. A control device for a stepped variable transmission for a vehicle according to item 1 or 2.