JPS58221051A - Control method of electronic control type automatic transmission - Google Patents

Abstract

PURPOSE:To soften an engagement shock by shifting a shift lever from N through the fourth speed, the third speed and the second speed to the first speed when the shift lever is shifted from N to D to lessen torque fluctuation in shifting. CONSTITUTION:At the steps 3 to 5, it is judged whether a shift lever is shifted from N-range to D-range. If YES, at the step 6, the gear position is at the fourth speed, and a counting operation is started. After the lapse of a fixed time, at the step 8, the gear position is at the third speed. Further, after the lapse of a fixed time, the gear position is at the second speed, and at last at the step 12, the gear position is at the first speed. When the shift lever is shifted from D- range to N-range, the lever is shifted through the first speed, the second and the third speed to N.

Description

[Detailed Description of the Invention] This invention is an electronically controlled automatic
This relates to a method of controlling the engine.

Conventionally, when changing the shift position from the neutral range to the wide range ν when the vehicle is stopped in an automatic transmission vehicle, the shift position of the automatic transmission is in the first gear state with the largest gear ratio, so the shift position is changed. The fluctuation of the torque at the time of engagement is amplified by the gear ratio of the first speed, resulting in the occurrence of a collision noise and an impact noise, which causes discomfort to the occupants.

In addition, for vehicles with independent suspension rear suspension,
There is also a problem in that the amount of change in the vehicle's attitude due to this stroke is large.

The present invention has been made in view of the above circumstances, and is designed to prevent the engagement νw7 from occurring when the shift position of the shift lever is shifted from the neutral range to the dovetail range ν, and the engagement νw7 when the shift lever is shifted from the neutral range to the neutral range. The purpose of this invention is to provide a method for stopping an electronically controlled automatic swipe 1 that does not occur.

Hereinafter, one embodiment embodying the present invention will be described in detail with reference to the drawings.

Figure 1 shows a schematic diagram of an electronically controlled automatic transmission scene. However, since this is already known, it will be briefly explained here.

The rotation of the engine 1 is transmitted to the engine gear unit 6 via the torque converter 2 including the lock-up clutch 2a, and after being shifted at a predetermined rotation ratio, the rotation speed is detected by the vehicle speed sensor 4, and the rotation speed is detected by the differential gear unit 6. The signal is transmitted to the drive wheels 6 via the gear 5. The gear shift of the Buchnet gear unit 6 is controlled by the hydraulic control section 7.
Two solenoid pulps 7 a t 7 provided inside
b and the servo mechanism 8 operated thereby, and the operation of the lock-up clutch 2a of the torque converter 2 is controlled by a solenoid pulp 70 provided in the hydraulic control section Z.

In addition, the operating state of the solenoid pulp 7as 7b (
The relationship between the on/off) and the gear position selected thereby is set as shown in Table 1 below.

Table Also, in Table 1, the ○ mark indicates that the solenoid pulp is excited (
The solenoid pulp is in a non-excited state (hereinafter referred to as OFF), and the X mark indicates that the solenoid pulp is in a non-energized state (hereinafter referred to as OFF). In addition, 0 and D in the table indicate overdofigs.

The solenoid pulp 7a provided in the hydraulic control section 7
+7b+' 70 is connected to the microcomputer KOU, and the same microcomputer ECU
A signal related to the throttle opening from a throttle body open sensor 9 that detects the throttle opening, a signal related to the vehicle speed from the vehicle speed sensor 4, and a signal related to the shift position from the shift body open sensor 10 are inputted to the. Note that signals from a knock sensor, an engine water temperature sensor, an altitude sensor, a pattern select switch, etc. are also input to the microcomputer ECU, but these signals are not shown in the figure.

The microcomputer ECU inputs a signal related to the throttle opening from the throttle position sensor 9, a signal related to the vehicle speed from the vehicle speed sensor 4, and a signal related to the shift position from the shift position sensor 10. The gear position is determined according to the speed change fin set in advance in the microcomputer FiOU, and the solenoid pulps 7a+ 7b, 7
The configuration is such that the gear position is switched by sending a control signal to each gear.

Next, the operation of each part in the control of this example will be explained based on the flowchart shown in FIG.

In step 1, it is determined whether the throttle opening is fully closed based on the signal from the throttle opening sensor 9. If this is NO, return to normal control Y
In the case of KS, proceed to step 2.

In step 2, it is determined based on the signal from the vehicle speed sensor 4 whether the current vehicle speed is slower than a predetermined vehicle speed v1 set in advance. This vehicle speed 1 is the vehicle speed at which an upshift from the first gear to the second gear is performed when the throttle is fully closed. If the answer is No, the process returns to the normal side -, and if the answer is Yes, the process proceeds to step 6.

In this way, in step 1.2, it is determined whether the throttle is fully closed or not, and whether the vehicle speed is below v1.

Next, in step 3, it is determined based on the signal from the shift position sensor 10 whether or not the shift lever has been operated. If the answer is No, the process returns to normal control, and if the answer is Yes, the process proceeds to step 4.

In step 4, it is determined whether or not the V lift position before operating the shift lever was in the new full range (hereinafter referred to as N range).

If this is No, proceed to step 13 and YE
In the case of S, proceed to Step 5.

At step 5, it is determined whether the shift position after operating the shift lever is in the deep range (hereinafter referred to as D range). And this is N.

If , return to normal control, and if YIIES, proceed to acid step 6. In this manner, in steps 6 to 5, it is determined whether the shift lever has been operated from the N range to the D range.

In step 6, a soft counter (not shown) built in the microcomputer ECU starts counting, and the solenoid pulp 7a is activated.

Turn off both 7'b. Therefore, the gear position of the fat net gear unit 3 is 4th speed (overdrive) as shown in FIG. (When the shift lever is in the N range and both solenoid pulps 7a and 7b are off, the Pufnet gear unit 6 becomes neutral, and when the shift lever is in the D range, it becomes overdrive.) In step 7, the count starts at step 6. Then, a determination is made as to whether the soft timer's time is correct or not.

That is, step 7 is repeated until the predetermined time t1 has elapsed since the soft counter started counting, and when the elapsed time T becomes tl, this judgment is made as YFli.
When it becomes S, it is possible to proceed to the next step 8.

In step 8, the solenoid pulp 7a and 7 are also turned on. Therefore, the gear position of the Pufnet gear unit B becomes 5th speed as shown in FIG.

In step 9, a time match judgment of the soft tie V is performed, and when the count ilT of the soft counter reaches t2 and this judgment becomes YES, the process proceeds to the next step 10.

In step 10, the solenoid pulps 7a and 7b are turned on. Therefore, the gear position of the differential gear unit 5 is set to 2nd speed as shown in FIG.

In the next 7-step 11, a time coincidence judgment is made, and the elapsed time T of the soft timer becomes t3&, and this judgment is YES.
If so, proceed to the next step 12.

In step 12, the solenoid pulp 7a is turned on and the solenoid pulp 7b is turned off. Therefore, the gear position of the Buchnet gear unit 3 is the first gear.

As described above, in steps 1 to 12, when the throttle opening is fully closed and the vehicle speed is below the predetermined speed v1, when the shift lever is shifted from the N range to the D range, the shift lever is shifted as shown in FIG. First, the gear position of Netari Gyayuft 3 is set to 4th gear, after t1 seconds have passed, the gear position has been set to 6th gear, and after 12 seconds have passed, the gear position has been set to 2nd gear,
After t3 seconds have elapsed, control is performed to set the gear to 1st speed. Please note that this time 1. t2. For example, t5 is set as a time period until the oil pressure in the hydraulic circuit becomes stable.

On the other hand, if the judgment in step 4 is No, step 16
, and the shift position Vwn before operating the shift lever is D.
A determination is made as to whether or not it was in the range. If the answer is NO, the process returns to normal control, and if the answer is YES, the process proceeds to step 14.

In step 14, it is determined whether the shift position after operating the shift lever is in the N range. If the answer is No, the process returns to normal control, and if the answer is Yes, the process proceeds to step 15.

In this way, step 6.4 and step 13゜14
Then, it is determined whether the shift lever has been operated from the D range to the N range. If this judgment is YES, in steps 15 to 21, steps 6 to 1 are performed.
Using the same control method as in 2, the gear position is first set to 1st speed in step 15, then after t4 seconds have elapsed, the gear position has been set to 2nd speed in step 17, and after t5 seconds have elapsed, the gear position has been set to 6th speed in step 19. After seconds have elapsed, control is performed to set the gear position to neutral in step 21.

Note that this time t4. t5. t6 is also set, for example, as a time period until the hydraulic circuit becomes stable.

As described above, in this embodiment, when the gear is shifted from the 7th gear t<-fltN range to the D range, the vehicle is shifted from neutral to 1st gear through 4th gear, 6th gear, 2nd gear. Also,
When shifted from the D range to the N range, the gear is shifted from 1st gear to 2nd gear, 3rd gear, and then to 2nd, -) gear.

For this reason, for example, even if you shift from N range to D range, the torque transmission force will gradually increase as you shift from 4th gear, 3rd gear, 2nd gear to 1st gear, so the torque will fluctuate during shifting. is reduced, and collision shock and impact noise are alleviated. When shifting from the D range to the N range, the engagement lock and impact noise are similarly alleviated.

In addition, on the Kinomi style side, there is an example in which the gear position is changed from neat full → 4th gear → 3rd gear → 2nd gear → 1st gear when shifting the shift position from N range to D range, and another example when shifting from D range to N range. Although an embodiment in which the gear positions are changed from 1st gear to 2nd gear to 6th gear to Neutral is shown as an example 2, the following combinations may also be used.

That is, when shifting from the N range to the D range, when shifting from the D range to the N range, as explained above, in the present invention, the N range is shifted by the method described in the claims.
It has the characteristics of reducing and slowing down the impact noise when shifting from range to D range or from D range to N range, and suppresses changes in vehicle height during shifting. . Therefore, the present invention has an extremely desirable feature as a control method for an automatic engine smith, in that the discomfort imparted to the occupant is further reduced.

Although the present invention has been described as an example of a case in which a manual gear unit is used as the auto-F automatic controller, it is of course applicable to all other automatic controllers. Furthermore, in the present invention, the case of shifting to the D range has been explained as an example, but
Of course, similar control can be performed when shifting to the second range, low range, etc.

[Brief explanation of the drawing]

The drawings show one embodiment embodying the present invention.
The figure is an explanatory diagram showing the outline of the electronically controlled automatic transmission shifter. Fig. 2 is a flow chart showing an embodiment of the control method according to the present invention. No. 311: Solenoid when the shift lever is shifted from the N range to the D range. FIG. 3 is an explanatory diagram showing the operating state of the pulp and the state of the gear position. 2...Torque converter 3...Pufnet gear unit 4...Vehicle speed sensor 9-y-rotor position sensor 10...Shift position sensor ECU...Microcomputer applicant Person F Meyu Jidosha Kogyo Co., Ltd. Company agent Patent attorney Oka 1) Hidehiko-2ε

Claims (1)

[Claims] Control of an electronically controlled automatic transmission in which the shift to each gear is controlled by a microcomputer having means for detecting throttle opening, means for detecting vehicle speed, and means for detecting the left position of a shift lever. The method comprises: when the shift position of the shift lever is shifted from the neutral range to the neutral range, the gear position of the automatic transmission is shifted to the first gear position after passing through the second or higher gear position, and the shift lever is shifted. This method of controlling an electronically controlled automatic transmission is characterized in that when the position is shifted from the deep range to the new range, the gear position is shifted to the new range after passing through seven or more gear positions.