JPH01238743A - Automatic transmission - Google Patents

Abstract

PURPOSE:To enable stable shift control operation, when operation conditions generating computation errors are detected, a compensation vehicle speed signal just before that, and determining a target gear position by the use of a correction vehicle speed signal. CONSTITUTION:A processing unit 40 computes a second vehicle speed signal according to an engine speed signal NE from a speed sensor 26, a gear position signal GP from a gear position sensor 11, and a compensation vehicle speed CV is computed according to a pulse signal from a vehicle speed sensor 16 together with a first vehicle speed signal output from a first vehicle speed computing unit 30. A target position computing unit 17 computes a target gear position TS with this speed CV, a selection signal SP, an acceleration signal A. A compensation vehicle speed C is turned to be unstable due to disengagement of a clutch 4 or shift controlling, so the speed CV just before the detection is retained for a specified time according to a clutch signal CL and shift operation GC. It is thus possible to perform stable shift control operation.

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to an automatic transmission.

(Prior art) In recent years, automatic transmission devices have been put into practical use that use a conventional gear-type transmission equipped with an actuator so that the shift lever can be fully switched to a desired shift position in response to an electrical signal. It is being done. This type of automatic transmission is configured so that the gear change operation is performed according to the speed of the vehicle, so if there is a change in the detected vehicle speed data, the gear change control is performed in response. , it will have a negative impact on the speed change control. By the way, since the vehicle speed is generally detected based on the rotation of the groper shaft or the output shaft, paralysis of gears etc. may occur during gear shifting operations or clutch engagement/disengagement operations.

This causes a phenomenon in which the detected vehicle speed instantaneously deviates significantly from the actual vehicle speed, and as a result, the above-mentioned problem occurs in the control of the automatic transmission device.

In order to eliminate this problem, in vehicles equipped with automatic transmissions of this type, the data indicating vehicle speed is averaged by applying a filter with a large time constant, so that the automatic transmission does not respond to small fluctuations in vehicle speed. A configuration has been proposed in which it does not operate.

However, with such a configuration, if the operating state of the internal combustion engine suddenly changes due to sudden braking, for example, the data indicating the engine speed may change to follow the sudden change in the operating state. If the automatic transmission is unable to do so, the speed change state of the automatic transmission device may no longer match the actual operating state, and as a result, the operating state of the internal combustion engine may become unstable and other problems may occur, such as the engine stopping. become.

In order to solve the above-mentioned problem, in response to the occurrence of a predetermined factor that causes paralysis or shock due to gears in the transmission, data regarding the vehicle speed obtained at that time is used as data for controlling the transmission. A vehicle control device has been proposed that prohibits the automatic transmission from occurring and thereby enables stable control of the automatic transmission (Japanese Patent Application Laid-Open No. 1983-1999).
92353).

(Problems to be Solved by the Invention) This proposed conventional device prohibits the acquisition of vehicle speed data from the vehicle speed detector in response to the occurrence of a predetermined factor that may cause backlash, and Since the transmission control will be executed based on the vehicle speed data immediately before the occurrence of the factor, it is necessary to respond in the case of control that requires quick response, such as stopping control during sudden braking. The problem is that it cannot be done.

SUMMARY OF THE INVENTION An object of the present invention is to provide an automatic transmission that can use vehicle speed data suitable for the control state at the time, thereby allowing the automatic transmission to be fully controlled. .

(Means for Solving the Problem) According to the present invention, there is provided a target gear position determining means for determining a target gear position in relation to at least vehicle speed, and a target gear position determining means for determining the target gear position in response to an output from the target gear position determining means. an automatic transmission comprising: a shift control means for outputting a drive signal for driving an actuator for operation connected to the gear type transmission in order to shift the gear of the gear type transmission to the target gear position set by the gear type transmission; In this case, vehicle speed detection means for detecting the instantaneous speed of the vehicle is provided on the output side of the transmission.

The vehicle speed detection means outputs a signal related to the instantaneous speed of the vehicle at any given time, and inputs the signal to the speed change control means.

The automatic transmission f further includes a vehicle speed calculation means for calculating the total vehicle speed from the engine speed and the gear position of the transmission, and a vehicle speed calculation means that responds to the calculation result of the vehicle speed calculation means and the output from the vehicle speed detection means. a corrected vehicle speed calculating means for calculating a corrected vehicle speed; a detecting means for detecting that the clutch is in a disengaged state or that the transmission is under shift control; and in response to the detecting means, the clutch becomes in a disengaged state or a shift control state. It has a function of holding the immediately previous corrected vehicle speed value, and is provided with holding means that allows the corrected vehicle speed to pass through as is when the clutch is engaged and shift control is not being executed. The corrected vehicle speed value output from the holding means is used to determine the target gear position.

(Operation) When the clutch is connected and no gear change operation is being performed, the target gear position is determined by the target gear position determining means based on the value of the corrected vehicle speed. According to this determination, the speed change control means provides a drive signal for speed change to the actuator as necessary, and speed change control is executed. The target gear position is calculated during shift control, but if the shift is being performed or the clutch is disengaged, an error may occur in the vehicle speed detection by the vehicle speed sensor due to paralysis or shear of the transmission. Therefore, just before entering that period, the holding means loads the corrected vehicle speed value just before that, and during that period, the corrected vehicle speed value held by the holding means is used to determine the target gear position. On the other hand, the speed change control means is
In response to the output from the first vehicle speed detection means, various controls requiring responsiveness are executed based on the output.

(Example) Hereinafter, the present invention will be explained in detail with reference to an illustrated embodiment.

FIG. 1 shows an embodiment of an automatic transmission according to the present invention. An automatic transmission 1 is provided between an internal combustion engine 2 and a wheel drive mechanism 3, and an engine flywheel 2.
The transmission includes a friction clutch 4 provided in a and a gear type transmission 5. The transmission 5 is a multi-stage transmission and has first to sixth speed positions, a neutral position, and a reverse position. The friction type clutch 4 is a dry type clutch of a known construction and has a clutch release lever. In order to control the on/off operation of the clutch, a clutch actuator 6 having a piston locator a connected to the release lever 4& is provided, and a stroke sensor 7 detects the position of the pressure plate 4b of the clutch 4. , a clutch signal CL indicating the detected position is output. The clutch 4 is connected to a transmission 5 by a rod 8, and the rotational output of the transmission 5 is transmitted to the wheel drive mechanism 3 via a propeller shaft 9.

The gear type transmission 5 is driven by a transmission actuator 10 associated with it, and the gear position set in the transmission 5 is detected by a gear position sensor 11, and a gear position signal GP indicating the detected position is sent. Output.

The selector 12 having a select lever 12a operated by the driver has an N position, a second speed position, a third speed position,
4th gear position, drive (D) position, and reverse (R)
The select lever 12a has respective operating positions.
Any one position is selected by the operation. The select lever 12aii is connected to a select position sensor 13, and a select position signal sp indicating the position of the select lever 12a is output.

The accelerator sensor 14 detects the operation t of the accelerator pedal 15 and outputs an accelerator signal A indicating the amount of operation of the accelerator pedal 15. A vehicle speed sensor 16 is a known rotation sensor provided on the propeller shaft 9, and outputs a vehicle speed pulse signal S having a frequency corresponding to the traveling speed of a vehicle (not shown) driven by the internal combustion engine 2. The vehicle speed/nine pulse signal VS is input to the first vehicle speed calculation unit 30, where the instantaneous vehicle speed is calculated based on the generation time interval of each pulse making up the vehicle speed/nine pulse signal S. A first vehicle speed signal VS indicating the result is output. 1st
The vehicle speed signal vS1 is input to the speed change control unit 18 and the processing unit 40.

The vehicle speed sensor 16 outputs a pulse signal related to the instantaneous rotational speed of the propeller shaft 9.

When the transmission gear 4 is disconnected, or when the gear shift operation of the transmission 5 is performed under such a condition, a power crack or a shock occurs in the gears of the transmission 5, and as a result, the propeller shaft 9 has an instantaneous rotational speed. When a fluctuation occurs, a situation arises in which the first vehicle speed signal vs. Fi does not indicate the current vehicle speed increase or decrease over time.

Therefore, if the first vehicle speed signal S1 is used as it is to determine the target gear position for automatic shift control, a problem will occur. In order to eliminate this problem, the first vehicle speed signal vS is input to the processing unit 40, where it is processed as described below, and the resulting corrected vehicle speed signal CV is combined with the select signal SP1 and the accelerator signal A. The data is input to the target position calculation unit 17, and the target position calculation unit 17 calculates a target gear position suitable for the driving conditions at the time according to the shift characteristic data stored therein in advance. A signal indicating the gear position according to the calculation result is output as a target gear position signal TS and input to the speed change control unit 18.

In addition to this, the shift control unit 18 also receives a clutch signal C.
L, gear position! Signal GP and first vehicle speed signal S1 are input.

The speed change control unit 18 includes a central processing unit (CPU) 19
, a read-only memory (ROM) 20, a random access memory (RAM) 21, an input/output interface device (Ilo) 22, and a bus 23'f for connecting these. A control program for automatic shift control is stored in advance. This control program compares the target gear position indicated by the target gear position signal TS with the actual gear position indicated by the gear position signal GP, and only when the two do not match, shifts the gear of the transmission 5 to the target gear position. Calculations for controlling the clutch 4, transmission 5, and internal combustion engine 2 necessary for shifting to the gear position are performed, and based on the calculation results, the shift control signal SF, clutch control signal C81, engine control signal ES, and target speed are calculated. Outputs signal ET. The target speed signal ET is a signal indicating the target rotational speed of the internal combustion engine 2 during a gear change operation, and the target rotational speed is determined based on the gear position signal GP and the first vehicle speed signal S1. Shift signal ≠ indicates that the automatic transmission l1t1 is the shift control unit 1.
This is a signal that becomes high level when the gear is being shifted under the control of the shift control unit 18, and is input from the shift control unit 18 to a processing unit 40, which will be described later.

The shift control signal SF is a signal for fully controlling the transmission actuator 10 so that the transmission 5 shifts to the target gear position, and is applied to the transmission actuator 10. On the other hand, the clutch control signal C8 is transmitted to the clutch control unit 24.
is applied to the clutch 41, and a clutch drive signal CD is output in response to the clutch control signal C8 to turn the clutch 41 on or off. The clutch drive signal CD is applied to the clutch actuator 6, and the clutch 4 is gradually turned on.

Clutch actuator 6 is driven to turn off.

The level of the engine control signal ES is a signal that becomes high level when the clutch control signal C8 commands disengagement of the clutch 4 during a gear shift operation, and is output from the accelerator signal A and the speed sensor 26 and indicates the engine speed at that time. The engine speed signal NE is input to the engine control unit 25.

Engine control unit 25ij: has a function of adjusting the engine speed 7il according to the operation of the accelerator pedal 15. That is, the engine control unit 25 receives the accelerator signal AK.
In response, an engine speed control signal EC is output, and the signal EC is
It is applied to the throttle actuator 27 for controlling the fuel supplied to the internal combustion engine 2. Therefore, the throttle actuator 27 is driven according to the degree of depression of the accelerator pedal 15 by the engine speed control signal EC, and the engine speed is controlled according to the operation amount of the accelerator pedal 15.

The above-described operations in the engine control unit 25 are performed only when the level of the engine control signal ES is low.

When the level of the engine control signal ES is high, the engine control unit 25 functions in response to the target speed signal ET to maintain the engine speed at the target speed indicated thereby. Since the level of the engine control signal ES is at a high level during the gear shift operation, engine racing is suppressed during that time.

In this way, the transmission control unit 18 controls the clutch actuator 6, the transmission actuator 10, and the engine control unit 25, and automatically moves the transmission 5 to the target gear position in response to the target gear position signal TS. As described above, the shifting control is executed based on a predetermined control program.

Next, the configuration of the processing unit 40 will be explained in detail based on FIG. 2.

The processing unit 40 includes a second vehicle speed calculation unit 41 which calculates the vehicle speed from the current gear shift position and engine speed in response to the engine speed signal NE and the gear position signal GP. The second vehicle speed calculation unit 41 outputs a second vehicle speed signal S2 indicating the calculation result, and the first vehicle speed signal S2 is outputted from the second vehicle speed calculation unit 41.
1 is given to the corrected vehicle speed subtraction unit 42 to which it is input. The corrected vehicle speed calculation unit 42 includes a first vehicle speed signal S1 indicating the instantaneous rotational speed of the propeller shaft 9, a second simple signal VS indicating the output rotational speed of the transmission 5 calculated from the gear position and the engine speed. In this embodiment, in order to calculate the corrected vehicle speed taking into account both vehicle speed signals,
First and second vehicle speed signals VS.

(2) The arithmetic mean of the two vehicle speed values respectively indicated by S2 is calculated, and the calculation result becomes the corrected vehicle speed value indicated by the corrected vehicle speed signal CV. The corrected vehicle speed signal CV is provided by a detection circuit 50, which will be described later.
is taken out via a holding circuit 43 that operates in response to K,
Target position [Subtraction unit, inputted to G17.

The detection circuit 5OFi is a circuit for detecting whether the clutch 4 is in the disengaged state or the transmission 5 is in the gear shift operation, and responds to the clutch signal CL to detect whether the clutch 4 is in the disengaged state. A determining section 51 is provided for determining whether or not.

The determination unit 51 outputs a determination signal (S-i) that becomes high level only when the clutch 4 is in a fully connected state due to the clutch signal CL, and the determination signal H8 is input to the AND gate 52, indicated by reference numeral 53. This is an inverter that responds to a shift operation signal G/C output from the shift control unit 18 and indicating whether or not the transmission 5 is performing a complete gear shift operation under the control of the shift control unit 18. The signal G/C is a signal that becomes high level only when the transmission 5 is shifting, and the inverted shift operation signal G/C whose level has been inverted by the inverter 53 is directly input to the AND gate 52. , is delayed by a predetermined time by a delay circuit 54 and is input to the AND/DART 52 as a delayed signal DL.

The operation of the detection circuit 50 will be explained with reference to the waveform diagrams of FIGS. 3(a) to 3(e). Time 1=1. Assuming that the shift operation starts at , the level of the shift operation signal≠ changes from rLJ to rI (J (Fig. 3(b)), and in response to the disengagement operation of the clutch 4, which is executed almost simultaneously, the determination signal is changed. The level of H8 changes from "H" to rLJ (Fig. 3(a)).

As shown in FIG. 3(C), the level of the reverse shift operation signal≠ is 1=1. The level of the delayed signal DL changes from rHJ to rLJ at 1=1. The predetermined time Δt
After a delay, the signal changes from "H" to rLJ. When the shift operation ends at t=t2 and the level of the shift operation signal G/C changes from rHJ to rLJ, the signals HS, G/
Each level of C changes from rLJ to rHJ, and the delay signal D
The level of L changes from "L" to rH with a delay of Δt from t2.
J (see FIGS. 3(a) to 3(d)). Therefore, the latch signal LS which is the output signal of the AND gate 52
The level of 1=1. After changing from rHJ to rLJ at , it returns from "L" to rHJ at t=t2+Δt. That is, the child signal LS is held at the rLJ level only during t 1 < t < t t+Δt.

When the holding signal LS is at the rHJ level, the holding circuit 43 passes the input corrected vehicle speed signal CV as it is, but when the level of the holding signal LS changes from rHJ to "L", the holding circuit 43 passes the input corrected vehicle speed signal CV at the level change timing. The level (content) of the corrected vehicle speed signal CV is held, and the held content is supplied to the entire target position calculation unit 17 regardless of subsequent changes in the corrected vehicle speed signal. Thereafter, when the level of the holding signal LS returns to the rHJ level again, the input correction vehicle speed signal CV can pass through the holding circuit 43 as is.

After this M, if the high-speed gear 5 is in the process of shifting or the clutch 4 is disengaged, the target position calculation unit 17 has the following information:
The vehicle speed value indicated by the corrected vehicle speed signal CV obtained immediately before is held, and this held vehicle speed value continues to be supplied to the target position calculation unit 17. The determination of the target gear position is not affected by changes in the corrected vehicle speed signal CV. As explained above, when the clutch 4 is connected and no gear change control is being performed, the corrected vehicle speed signal CV obtained by the corrected vehicle speed calculation unit 42 is used as it is to determine the target gear position. It is easily understood.

According to the above configuration, the target gear position is determined in the target position calculation unit 17 based on the corrected vehicle speed value obtained by considering two types of vehicle speed values, and as a result, the first vehicle speed signal S.

The target gear position can be determined more stably than in the case where is directly given to the target position calculation unit 17. Also,
Due to the change in engine speed when the clutch 4ft is disengaged, the occurrence of pack-clutter and sea in the transmission 5, and the same causes that occur during shift operation, the first and second vehicle speed signals V
Although an error occurs in S, , V S, as mentioned above,
When the above-mentioned condition occurs, the latch signal LS goes to the rLJ level, and the holding circuit 43 is operated to hold the immediately previous state of the corrected vehicle speed signal C■, and during that period, the held corrected vehicle speed signal Cv remains unchanged. A target calculation unit 17 is supplied.

Therefore, there is no possibility that the determination of the target gear position will be affected by disengaging the clutch and executing the speed change control.

Furthermore, since the first vehicle speed signal S1 is directly input to the speed change control unit 18, control that requires responsiveness, such as sudden braking stop control, can be executed without any problem.

Above, all one embodiment of the present invention has been explained, but the first embodiment
The configuration of the present invention is not limited to the configuration of the block diagram shown in the figure, and the means for realizing the functions of each unit can also be achieved by using only hardware, or by running one or more appropriate programs. Of course, it is also possible to execute it on a microcomputer.

In the latter case, some of the desired functions described in FIG. 1 may be implemented in the form of one control program executed in one microprocessor.

(Effect of the invention) The effects of the present invention are as follows.

(1) Since the target gear position is determined using the corrected vehicle speed signal, stable control operation can be expected.

(2) Detects the occurrence of an operating condition that causes an error in the calculation result of the corrected vehicle speed signal, and retains and uses the contents of the corrected vehicle speed signal immediately before the detection for a predetermined period, so that shift control is possible in any situation. Operation will not become unstable.

(3) In addition to the corrected vehicle speed signal, a highly responsive vehicle speed signal is supplied to the control system, so when it is necessary to perform control 1 with good responsiveness to sudden changes in vehicle speed, such as during sudden braking. can be adequately dealt with.

[Brief explanation of the drawing]

Fig. 1 is a complete block diagram of a refreshing embodiment of the present invention, Fig. 2 is a detailed block diagram of the processing unit shown in Fig. 1, and Figs. It is a waveform chart of each part of a figure. DESCRIPTION OF SYMBOLS 1... Automatic transmission, 2... Internal combustion engine, 4... Clutch, 5... Transmission, 6... Clutch actuator, 10... Transmission actuator, 16... Vehicle speed sensor , 17...Target position calculation unit, 18...Shift control unit, 30...First vehicle speed calculation unit, 4
o... Processing unit. Percentage Applicant Diesel EA Co., Ltd.

Claims (1)

[Claims] 1. In an automatic transmission device for a vehicle that automatically performs a gear shift operation of a gear type transmission connected to the output side of an internal combustion engine via a clutch, a clutch actuator for driving the clutch; , a transmission actuator for driving the transmission, a vehicle speed detection means provided on the output side of the transmission and outputting a first signal related to the instantaneous rotational speed of the output side, and a speed detection means for driving the internal combustion engine. vehicle speed calculation means for calculating a theoretical rotational speed on the output side of the transmission from the gear position of the transmission; and a predetermined function of the instantaneous rotational speed and the theoretical rotational speed in response to the vehicle speed detection means and the vehicle speed calculation means. a corrected vehicle speed calculation means for calculating a corrected vehicle speed having a relationship, and responsive to operating states of the clutch and the transmission to exclude a calculated value of the corrected vehicle speed influenced by the operation of the clutch and the transmission. a processing means for outputting a calculation result of the corrected vehicle speed; a target position calculation unit for calculating a target gear position of the transmission in response to the output from the processing means; and an output from the target position calculation unit and the first and shift control means for driving and controlling the clutch actuator and the transmission actuator to control the shift to the target gear position in response to a signal.