JPS6011759A - Shifting control method in automatic transmission - Google Patents

Abstract

PURPOSE:To prevent a transmission actuator from being damaged, by comparing the lapse of time from operation starting at shifting operations with the setting time, and when lock occurrence in an operation system is detected, shifting gears to a different position against a transmission step being about to be operated. CONSTITUTION:A processor 9a reads water temperature out of a water temperature sensor 13. And, it determines retry monitoring times OVER 1-3 on the basis of the detected water temperature and a car speed. On the other hand, the processor 9a reads out a timer range RETRY of a random access memory 9e and compares it with the times OVER 1-3. In case of RETRY>=OVER1, again it compares it with the time OVER2, and when RETRY<OVER2 is the case, the shifting operation is put back to the existing gear position. Likewise, when RETRY>=OVER2 is the case, the processor again compares it with the time OVER3, and in time of RETRY>=OVER3, a series of retry operations are judged as being all over, the contents of RETRY are reset into zero.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention provides an automatic transmission that is electronically controlled and capable of dealing with the case where a temporary lock occurs during a gear shifting operation. Concerning a speed change control method.

(Prior Art) In recent years, electronically controlled transmissions controlled by electronic devices have been developed as automatic transmissions.

This electronically controlled transmission is configured to control the transmission based on the relationship between the vehicle speed and the amount of depression of the accelerator pedal. is detected, the shift map is searched, and the shift operation is started when the conditions for shifting are first detected in order to instruct the optimum gear position.

That is, the transmission actuator is operated to shift neutral, select I, and shift-in at the requested optimum gear position, and the transmission is shifted to the optimum gear position.

(Problems with the prior art) During operation of such a transmission actuator, the fir mechanical system,
Temporary locking of the hydraulic and electrical systems may occur. When this lock occurs, it becomes impossible to shift gears, causing the vehicle to run idly, and if you continue to shift gears for a long period of time while the gears are locked, you will not be able to shift gears. This has the disadvantage of damaging the machine actuator and transmission. This not only shortens the life of the transmission and transmission actuator, but also causes the transmission control to proceed to the next stage, resulting in a dry running condition, which is extremely dangerous while driving, and when changing gears in the future. This may also prevent smooth operation.

(Object of the Invention) The object of the present invention is to prevent damage to the transmission actuator when a temporary lock occurs in the mechanical system, hydraulic system, or electrical system during operation of the transmission actuator, and to ensure smooth gear shifting operation. An object of the present invention is to provide a shift control method for an automatic transmission that can perform the following steps.

(Summary of the Invention) In the present invention, when performing a gear shifting operation on a transmission actuator, a timer measures the elapsed time from the start of the operation, compares the elapsed time with a predetermined set time, and the gear shifting operation is completed by the set time. When the transmission is not completed, it is detected that a lock has occurred, and the transmission actuator is shifted to a position different from the gear position (or neutral position) to be operated currently.

That is, in the present invention, when a temporary lock occurs, the transmission actuator prevents continued pressing, returns to its original state, and then performs the gear shifting operation again. Hereinafter, such an operation will be referred to as a retry.

(Embodiment) FIG. 1 is a block diagram of an embodiment for realizing the present invention. In the figure, l is an engine, which includes a throttle valve that controls the amount of intake gas (air or mixture). Yes, and equipped with a flywheel 1a. 2 is the clutch body, which is composed of a well-known friction clutch and has a release lever.
2a and 3 are clutch actuators whose piston rods 3a drive the release lever 2a in order to control the amount of engagement of the clutch body 2. 4 is a hydraulic mechanism, and 5 is a transmission actuator, which will be described later. Reference numeral 6 denotes a synchronous mesh type transmission, which is driven by a transmission actuator 5 to perform gear change operations, and includes an input shaft 6a connected to the clutch 2, an output shaft (drive shaft) 6b, and a gear position (gear position). The gear position sensor 6C detects the gear position sensor 6C.

7 is a select lever, which is operated by the driver;
'NJ range (neutral position), fDJ range (automatic shift), rlj range (L speed), f2J range (2nd speed),
The r3j range (1st, 2nd, 3rd speed automatic shifting) and the rRJ range (reverse) can be selected by the lever position, and a selection signal SP indicating the selected range is output by the select sensor 7a. 8a is a rotation sensor for detecting the rotation speed of the input shirt 6a, 8b is a vehicle speed sensor for detecting the vehicle speed from the rotation speed of the drive shaft 6b, and lO is an engine rotation sensor. , which is used to detect the rotation speed of the engine l by detecting the rotation speed of the flywheel la69
is an electronic control device composed of a microcomputer, and includes a processor 9a that performs arithmetic processing, a read-only memory (ROM) 9b that stores control programs for controlling the transmission 6 and the clutch 3, and an output boat 9c.
, an input capacitor) 9d, a random access memory (RAM) 9e for storing calculation results, etc., and an address data bus (BUS) 9f that connects these. The output boat 9C is connected to the clutch actuator 3, the hydraulic mechanism 4, and the transmission actuator 5, and outputs drive signals CDV, PDV, and ADV for driving these.

On the other hand, the input capo) 9d has various sensors 6C17a, 8a.
, 8b, 10, and an accelerator pedal, a brake pedal, and a water temperature sensor, which will be described later, and receive detection signals thereof. 11 is an accelerator pedal; the accelerator pedal 11
Sensor 1la (potentiometer) that detects the amount of depression of
12 is a brake pedal, and has a sensor 12a (switch) for detecting the amount of depression of the brake pedal 12. 13 is a water temperature sensor that detects the engine cooling water temperature.

Figure 2 shows the aforementioned clutch and transmission actuator 3.5.
, which is a configuration diagram of the hydraulic mechanism 4, in which T is a tank, P hydraulic is a pump, and vl is an on-off valve, which constitute the hydraulic mechanism 4.

The clutch actuator 3 consists of a cylinder 33, a piston 31, and a piston rod 31a (3a) whose one end is connected to the piston 31 and the other end is connected to the release lever/<-2a of the clutch 2, and the chamber 33a is an on-off valve. It communicates with the pump P (via the on-off valve v1) via the on-off valve v2, and with the tank T via the on-off valve v3 and the pulse-controlled on-off valve (4). Note that the chamber 33b is piped so as to always communicate with the tank T side. Note that 34 is a position sensor that detects the position of the piston rod 31a and outputs the engagement amount of the clutch 2.7 Therefore, when the on-off valve v2 is opened by the drive signal CDVI, hydraulic pressure is applied to the chamber 33a. , the piston 31 moves to the right, turns off the clutch, and outputs the drive signals CDV2,
CD V 3 When opening/closing Jt■3 and ■4 are opened, the oil pressure in the chamber 33a is released, the piston 31 moves to the left, and the clutch 2 is turned on. Opening/closing valve v4 is drive signal C
Since the clutch 2 is pulse-driven by the DV 3, the clutch 2 is gradually turned on (closed).

Further, the transmission actuator 5 includes a select actuator 50 and a shift actuator 55.

This select and shift actuator 50 and 5
5 has a structure that can be stopped at 3 positions, and the stepped sills 53 and 58 and the first piston 5
1 and 56, and cylindrical second pistons 52 and 57 that fit into the first piston, and the rods 51a and 56a of the first piston engage with an internal lever of the transmission 6 (not shown). It matches.

Both actuators 50 and 55 have respective chambers 53a, 53b and 58 of their stepped cylinders 53 and 58.
When hydraulic pressure is applied to chambers 53a and 58b, the first pistons 51 and 56 are in the neutral state shown in the figure, and when hydraulic pressure is applied to chambers 53a and 58a, the first pistons 51 and 56 are in the neutral state shown in FIG.
7 to the right in the figure, and each chamber 53
When hydraulic pressure acts on b and 58b, the first piston 51
and 56 are moved to the left in the figure.

Chambers 53a and 53 of the select actuator 50
b communicates with pump P (via on-off valve v1) or tank T via flow path switching valves v5 and V6, respectively. Further, the shift actuator 55 also has chambers 58a and 58.
b communicates with pump P (via on-off valve V) or tank T via flow path switching valves V7 and 7, respectively.

Therefore, in the state shown in the figure, the transmission 6 is in a neutral state, and the drive signal ADV4 switches the flow path switching valve v7 to the pump P.
When the drive signal ADV3 connects the flow path switching valve VB to the tank T side, the transmission shifts to 4th speed. When there is a shift signal from the 4th speed state to the 5th speed, first, the drive signals ADV3 and ADV4 are used to control the flow path switching valves V8 and 7.
By communicating with the pump P side, the shift actuator 55 is returned to the illustrated neutral state. Next, drive signal ADVI
, the flow path switching valve V6 is moved to the pump P side, and the drive signal ADV is
2, the flow path switching valve 5 is communicated with the tank T side, and the select actuator 50 is operated to the 5th speed-reverse select position. Next, the drive signal ADV3 connects the flow path switching valve V to the pump P side, and the drive signal ADV4 connects the flow path switching valve V7 to the tank T side, and the shift actuator 5
5 to the fifth gear position to shift the transmission to the fifth gear.

In this way, the drive signals ADVI, ADV2 and ADV3
．． ADV4G: From flow path switching valve V6. V5 and 7 days
+■7 and alternately actuating the select actuator 50 and the shift actuator 55, it is possible to perform a shift operation to each gear stage.

Next, the operation according to the present invention of the configurations shown in FIGS. 1 and 2 will be explained.

■First, the select lever 7 is set to the driving range (rlJ, r2J
, i'3j, fDJ range), and the selection signal SP is notified from the position sensor 7a to the processor 9a via the input port 9d. processor 9
A receives a vehicle speed signal WP from a vehicle speed sensor 8b and a depression amount AP from a sensor lla of an accelerator pedal 11 through an input capacitor 9d.

(2) Next, the processor 9a calculates the vehicle speed V from the pulse interval of the vehicle speed signal WP, and stores it in the RAM 9e together with the depression amount AP. Then, the processor 9a has the speed V of the RAM 9e.
The shift map is searched based on the amount of depression and AP, and the optimum gear is set.

That is, as shown in FIG. 3, the ROM 9b stores a shift map corresponding to the vehicle speed and the amount of depression AP as a table SM. In the figure, ■, II, ■, ■, ■ are the respective gears, the solid lines are the boundaries of the gears during upshifts, and the dotted lines are the boundaries between the gears when downshifting, and upshift maps and downshift maps coexist. ing.

Using this shift map, the processor 9a determines the optimum gear position OFT corresponding to the speed V and the depression amount AP.

(2) Furthermore, the processor 9a determines whether or not it is possible to shift to the optimum gear position OFT. The processor 9a receives the current gear position (shift stage) GP from the gear position sensor 6C via the input port 9d.
Read and compare with the optimum gear position OFT. Current gear position WG
If P and the optimum gear position OFT do not match, it is determined that shifting is possible; otherwise, it is determined that shifting is not possible, and the process ends.

When it is determined that the gear shift is possible in this manner, the gear shift operation according to the present invention is performed. FIG. 5 is a processing flow diagram of a speed change operation according to the present invention.

■The processor 9a sets the optimum gear OPT in the RAM 9e to A.
Move to.

Next, the processor 9a reads the gear position GP from the gear position sensor 6C and the clutch retention amount CP from the position sensor 34 of the clutch actuator 3 via the input capo 9d, and stores them in the RAM 9e.

(2) The processor 9a compares the optimum gear position OPT in the RAM 9e with the gear position GP, and when they match, the clutch engagement control, which will be described later, is completed by 1 tel, %, indicating that the gear shift operation is completed.

■On the contrary, if the processor 9a determines that it is GPsOPT,
Novel drive drive turn (transmission actuator 5 solenoid valve drive turn) COM stored in RAM9e
and the optimum gear position OFT in region A are compared. As a result of this comparison, if there is a mismatch (that is, a shift operation has started), the valve drive turn COM is set to A, and the process proceeds to step (2). As a result of this change in the valve drive turn COM, a corresponding drive signal ADV is applied from the output boat 9C to the transmission actuator 5, and a speed change operation is started.

(2) On the other hand, if they match, it means that the gear shift operation is in progress, so retry monitoring according to the present invention is performed. That is, the processor 9a reads the water temperature WT from the water temperature sensor 13 via the input port 9d. Then, retry monitoring times 0VERI to 0VER3 are determined from the detected water temperature WT and vehicle speed V. In this way, the monitoring speed is determined by the water temperature WT and vehicle speed ■.
This is because the viscosity of the oil in the hydraulic mechanism changes depending on the temperature, which changes the operating speed of the actuator, and also because the synchronous load on the transmission changes depending on the water temperature and vehicle speed.

The retry monitoring time may be determined depending on whether the water temperature WT is above or below the set water temperature WTo, and whether the vehicle speed V is below or above the set vehicle speed vo, as shown in the following table, for example.

0 Next, the processor 9a reads the timer area RE of the RAM 9e.
Read TRY and retry monitoring time 0VER1 to 0VE
Compare with R3. Processor 9a has RETRY<0VE
If it is determined to be RI, the elapsed time of the shift operation to the optimum gear position OFT is within the first monitoring time, so step
Proceed to. On the other hand, Bromo+7su9a is RETRY≧0VER
If it is determined to be 1, it is determined that the elapsed time of the shift operation to the optimum gear position OFT has exceeded the first monitoring time, and is compared with the second monitoring time 0VER2. The processor 9a is the RE
If it is determined that TRY<0VER2, that is, within the second monitoring time, the valve drive pattern COM is set to the current gear position (that is, the optimum gear position before determining the optimum gear position OFT) GP, and the process proceeds to step (2). As a result, the drive signal ADV of the current gear position GP is given to the transmission actuator 5 via the output boat 9c, and the operation that was directed toward the optimum gear position OFT returns to the operation toward the current gear position (i.e., the original operation). It turns out.

■On the other hand, if P a -1 = S9a, RETRY≧0V
When it is determined that the time has exceeded ER2, that is, the second monitoring time, it is compared with the third monitoring time 0VET3. processor 9
When a determines that RETRY<0VER3, that is, within the third monitoring time, it determines whether the current gear position GP in RAM9e is neutral (N), and if it is neutral, it proceeds to step ■, and if it is not neutral, it proceeds to step ■ .

(2) Conversely, if the processor 9a determines that RETRY≧0VER3, that is, the third monitoring time has been exceeded, it assumes that the -m try operation has ended and resets the contents of the timer area RETRY to zero.

The same holds true when starting the speed change operation in step (■).

Next, in order to determine whether the clutch is disengaged, the processor 9a compares the engagement amount CLT in the RAM 9e with the engagement amount CLTo in the clutch disengaged state. When CLT>CLTo, the clutch is not disengaged (half-clutch state), so the clutch is disengaged. Conversely, when CLT≦CLTo, the clutch is disengaged, so the solenoid valve is energized according to the value of COM to operate the actuator, l"' is added to the contents of the timer area RETRY, and the timer area RETRY is updated. Maintain the clutch disengaged state.In other words, if the clutch is not completely disengaged, it is impossible to perform a gear shift operation, so the timer area is updated and timekeeping is performed only after the clutch is disengaged. ing.

After this, return to step (■).

■On the other hand, if it is determined in step ■ that the current gear position GP is not neutral, the valve drive pattern COM is set to RA.
Return to M9e's optimum gear position OFT.

As a result, the "immersion drive signal A" corresponding to the optimum gear position OFT is
DV is applied to the transmission actuator 5 from the output boat 9c, and the operation returns from the operation to the current gear position GP to the optimum gear position. After this, proceed to step ■.

■On the other hand, in step ■, the current gear position GP is neutral (
When it is determined that the position is in the neutral (neutral) position, "1°" is added to the contents of the timer area RETRY, and after updating the timer area RETRY, the clutch is connected. That is, the first monitoring time and the second monitoring time are When the position returned during the neutral position is the neutral position, the clutch is connected between the second monitoring time and the third monitoring time.This reduces the synchronous load or removes the input shaft gear from the clutch. By once driving the clutch with the engine and shifting the synchronous meshing phase, a so-called double clutch operation is performed, which is useful for releasing the locked state.

After connecting this clutch, return to step (■).

In the steps ■ to ■ mentioned above, the gear position GP is the optimum gear position O.
This is repeated until FT is reached.

As can be understood from the above explanation, the time measured by the timer retry is the minimum unit of microcomputer processing time starting from step ■ and between connector ■ in the flowchart in Figure 5, and counting the number of program loops. It is something to do.

The above operation is summarized in FIG. FIG. 4 is a diagram illustrating operation commands issued by the microcomputer to the actuator over time.

(2) If it is detected that the optimum gear position OFT and the valve drive pattern COM are different, the drive pattern COM is rewritten to the optimum gear position OFT (step 0). Then, the timer area RETRY is reset to zero (step 2).

Then, it is determined whether the clutch is disengaged or not, and if it is not disengaged, the clutch is disengaged (step ■).

II. With the clutch disengaged, the electromagnetic valve is energized according to the contents of COM, and until the operation to the optimum gear is completed (GP''-, OPT), the timer area RETRY is set for each loop of the program.゛°l' is sequentially added (step), and if the first monitoring time 0VERI is exceeded, that is, the shift is not completed within the time 0VERI, the operation is switched to return to the original gear (step ■); ,
Then, add 1 to the timer area RETRY and update it.
Keep the clutch in the disengaged state (of the step).

■Furthermore, when the contents of the timer area RETRY exceed the second monitoring time 0VER2, if the original gear position returned in II is eutral, the clutch will be connected (so-called double clutch); If it is not in neutral, the clutch remains disengaged and returns to the optimum gear position OFT.

In the above explanation, the end of the gear shift operation is detected when the gear position GP is updated (that is, GP=OPT), but the ratio of the rotational speed of the input shaft 6a or the drive shaft 6a is the optimum gear shift. The end of the speed change operation may be detected by matching the speed ratio of the gear.

(Effects of the Invention) As explained above, according to the present invention, when operating a transmission actuator from one gear position or neutral position to another gear position or neutral position, a timer is used to measure the elapsed time from the start of the operation. , compare the elapsed time with a predetermined set time, and if the operation is not completed by the set time, stop the shift operation and move the transmission actuator to a position different from the intended gear or neutral position. Therefore, when a temporary lock occurs in the mechanical system, hydraulic system, or electrical system during a gear shift operation, there is no need to force the gear shift operation and continue to drive the transmission actuator. This has the effect that there is no risk of damaging the vehicle actuator or the transmission, and that it is possible to prevent the vehicle from running idle for a long time due to gear changes. Therefore, the life of the transmission and the transmission actuator is not shortened, dangers during driving can be prevented, and gear shifting operations can be carried out smoothly.

Although the present invention has been described with reference to one embodiment, various modifications can be made within the scope of the present invention, and these are not excluded from the scope of the present invention.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of an embodiment for realizing the present invention, FIG. 2 is a block diagram of main parts in the configuration shown in FIG. 1, FIG. 3 is an explanatory diagram of a shift map in the configuration shown in FIG. FIG. 5 is a processing flow diagram of an embodiment according to the present invention. In the diagram, l...engine, 2...clutch, 5...
Transmission actuator, 6... Transmission, 7... Selector lever, 8b... Vehicle speed sensor, 11... Accelerator pedal, lla... Accelerator pedal sensor. Patent applicant: Isr Motors Co., Ltd. (one other person) representative
People Patent attorney Minoru Tsuji (1 other person) Figure 2 Cause 3 Figure 4

Claims (2)

[Claims] (1) In a shift control method for an automatic transmission in which an electronic control device controls a transmission actuator to drive the transmission, the transmission actuator is operated from one gear or neutral position to another gear or neutral position. When performing the operation, measure the elapsed time from the start of the operation using a timer, compare the elapsed time with a predetermined set time, and if the operation is not completed by the set time, cancel the operation and restart the operation. A shift control method for an automatic transmission, characterized by operating the transmission actuator to a position different from the gear position or the [11] position. (2) A shift control method for an automatic transmission according to claim (1), wherein the specific position is an original gear position or a neutral position.