JPS6011761A - Shifting control method in automatic transmission - Google Patents

Abstract

PURPOSE:To make proper control attainable, by comparing the lapse of time from shifting operation starting with the setting time, and when lock occurrence in an operating system is detected, changing the setting time for shifting gears at a different position against a transmission step being about to be operated according to driving conditions. CONSTITUTION:A processor 9a reads water temperature out of a water temperature sensor 13 and determines retry monitoring times OVER1-3 on the basis of the detected water temperature and a car speed. In consequence, since both the water temperature and the car speed vary with a driving state, the times OVER 1-3 also vary with the driving condition. 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 OVER1-3. And, in case of RETRY>=OVER1, it again compares it with the time OVER2, and when RETRY<OVER2 is the case, shifting operation is put back to operation to the existing gear position. In addition, when RETRY>=OVER3 is the case, the contents of RETRY is rest into zero.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an electronically controlled automatic transmission that is capable of dealing with the case where a temporary lock occurs during a gear shifting operation. Concerning 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, 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 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) An object of the present invention is to prevent damage to a transmission actuator and to smoothly re-shift when a temporary lock occurs in the mechanical system, hydraulic system, or electrical system during operation of the transmission actuator. An object of the present invention is to provide a shift control method for an automatic transmission that can be operated.

(Summary of the Invention) In the present invention, when operating the transmission actuator to change the speed, a timer measures the elapsed time from the start of the operation, and the elapsed time and the first. It compares the second set time and detects that locking has occurred due to the shift operation not being completed by the first set time, and performs an operation to return to the position before the operation without locking, and locks. After the second set time has elapsed, the gear shifting operation is performed again, and the gear shifting operation is performed again. Moreover, in the present invention, the viscosity of the oil changes depending on the temperature, the operating speed of the transmission actuator changes, and the synchronous load of the transmission changes depending on the temperature and vehicle speed.
1st. The second setting time is changed depending on vehicle operating conditions such as temperature and vehicle speed, so that an appropriate monitoring time can be set.

That is, in the present invention, when a temporary lock occurs during a gear shifting operation, the transmission actuator prevents the gear from being pressed continuously, and after returning to the original operation to release the lock, the gear shifting operation is performed again ( In addition to changing the monitoring time for the control (hereinafter referred to as a retry), the control is performed at an appropriate time regardless of the driving conditions.

(Embodiment) Fig. 1 is a block diagram of an embodiment for realizing the present invention. In the figure, ■ is an engine, which includes a throttle valve that controls the amount of prefectural air (air or mixture). and includes a flywheel 1a. 2 is the clutch body, which is composed of a well-known friction clutch, and is
-2a and 3 are clutch actuators whose piston rond 3a drives 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;
1lNj range (neutral position), fDJ range (automatic shift), rlj range (l speed), ['2j range (2
speed), r3j range (1st, 2nd, 3rd automatic transmission), f
Each range of the Rj range (reverse) can be selected by its lever position, and a selection signal SP indicating the selected range is outputted by the selection sensor 7a. 8a
8b is a rotation sensor that detects the rotation speed of the input shirt 6a, 8b is a vehicle speed sensor that detects the vehicle speed from the rotation speed of the drive shaft 6b, and lO is an engine rotation sensor. This is for detecting the rotation speed of the engine 1 by detecting the rotation speed of the flywheel 1a. 9 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 a control program for controlling the transmission 6 and the clutch 3, and an output. It is made up of a capacitor) 9c, an input capacitor) 9d, a random access memory (RAM) 9e for storing calculation results, etc., and an address/data node (BUS) 9f that connects these. Output port 9C is Clarachi Acti.

drive signals CDV, PDV, and AD that are connected to the motor 3, hydraulic mechanism 4, and transmission actuator 5 and drive them.
Outputs V.

On the other hand, the input boat 9d has various sensors 6C97a and 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 (swift) 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 actuators 3 and 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 includes a cylinder 33, a piston 31, and a piston rod 3 whose one end is connected to the piston 31 and whose other end is connected to the release lever 2a of the clutch 2.
1a (3a), and the chamber 33a communicates with the pump P (via the on-off valve v1) via the on-off valve ■2, and the tank T via the on-off valve ■3 and the pulse-controlled on-off valve v4. It will be communicated to. Note that the chamber 33b is always connected to the tank T.
It is piped to communicate with the 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.

Therefore, when the on-off valve V2 is opened by the drive signal CDVI, oil pressure is applied to the chamber 33a, the piston 31 moves to the right, the clutch is turned off, and the drive signal CDV2
, CDV3 opens the on-off valves V6 and V4, chamber 3 opens.
3a is released, the piston 31 moves to the left,
Turn on clutch 2. On-off valves v and I are drive signals CDV
3, the clutch 2 is gradually turned on ('!tc).

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

This select and shift actuator 5o and 5
5 has a configuration that can be stopped at three positions, and the stepped cylinders 53 and 58 and the first piston 51
and 56, and a cylindrical second piston that fits into the first piston.
pistons 52 and 57, and the rods 51a and 56a of the first piston are connected to a transmission 6 (not shown).
is engaged with the internal lever.

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 state is in the neutral state shown in the figure, and when hydraulic pressure is applied to chambers 53a and 58a, the first
The pistons 51 and 56 move to the right in the figure together with the second pistons 52 and 57, and also move into the chamber 5, respectively.
When hydraulic pressure acts on 3b and 58b, the first piston 5
Only 1 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 7, respectively. Further, the shift actuator 55 also has chambers 58a and 58.
b communicates with the pump P (via the on-off valve v1) or the tank T via flow path switching valves 7 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.
On the other hand, when the flow path switching valve 7 is communicated with the tank T side by the drive signal ADV3, the transmission becomes 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 valve 7 and ■7.
By communicating with the pump P side, the shift actuating unit 55 is returned to the neutral state shown. Next, drive signal ADV
I moves the flow path switching valve v6 to the pump P side, and the drive signal AD
V2 connects the flow path switching valve v5 to the tank T side, and operates the select actuator 50 to the 5th speed-reverse select position. Next, the drive signal ADV3 connects the flow path switching valve 7 to the pump P side, the drive signal ADV4 connects the flow path changeover valve v7 to the tank T side, and the shift actuator 5
5 to the 5th gear position and shift the transmission to p! Shift to Ij 5th gear.

In this way, the drive signals ADVI, ADV2 and ADV3
．． ADV4J: Flow path switching valve V6. V5 and 7 days,
By activating V7 and alternately activating the select actuator 50 and shift actuator 55, a gear shift operation to each gear stage can be performed.

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

(0 First, select lever 7 is set to travel range (fi, r2
J, 1f3j, fDj range), and its selection signal SP is notified to the processor 9a from the position sensor 7a via the input port 9d. The processor 9a receives the vehicle speed signal WP from the vehicle speed sensor 8b and the depression amount AP of the accelerator pedal 11 from the sensor lla via the input boat 9d.

(2) Next, the processor 9a calculates the vehicle speed (2) from the pulse interval of the vehicle speed signal WP, and stores it in the RAM 9e together with the depression amount AP. and. Processor 9a is JP-A-Sho GO-117
61(4) Search the shift lever from the speed V of RAM 9 e and the amount of depression AP, and set the optimum gear.

That is, as shown in FIG. 3, the ROM 9b stores shift manuals corresponding to vehicle speed and depression amount AP as a table SM. In the figure, I, II.

m, rv, and v are each gear stage, and the solid line is the shift door.

When downshifting, the dotted line is the boundary line between gears when downshifting.
Amp shift map and town shift map are mixed.

The processor 9a uses this downshift time to determine 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 OPT. The processor 9a receives the current gear position (shift stage) GP from the gear position sensor 6c via the input gear 9d.
Read and compare with the optimum gear position OFT. Current gear position G
If P and the optimum gear position OFT do not match, the gear shift i'
If not, 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.

(2) The processor 9a moves the optimum gear position OPT in the RAM 9e to A.

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

(2) The processor 9a compares the optimum gear position OF in the RAM 9e with the gear position GP, and if they match, the gear shift operation is completed and clutch engagement control, which will be described later, is carried out (X season ends).

O) Conversely, when the processor 9a determines GP#OPT, the valve drive turn (electromagnetic valve drive of the transmission actuator 5) which is stored in the RAM 9e is COM
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 pattern COM is set to A, and the process proceeds to step (2). Due to this change in the knob drive knob 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 boat 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 V.
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 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 above or below the set vehicle speed of 70, for example, as shown in the following table.

0 Next, the processor 9a reads the timer area RE of the RAM 9e.
Read TRY and retry monitoring time 0VER1-OVE
Compare with R3. Processor 9a has RETRY<0VE
If it is determined to be R1, the elapsed time of the shift operation to the optimum gear position OFT is within the first monitoring time, so the process proceeds to step. Conversely, the processor 9a has RETRY≧0VERI.
If it is determined, the elapsed time of the shift operation to the optimum gear position OFT is compared with the monitoring time 0VER2. The processor 9a is
If it is determined that RETRY<OVE'R2, that is, within the second monitoring time, the valve drive pattern COM is changed to the current gear position (
In other words, the optimum gear position before determining the optimum gear position OFT) is set as GP,
Proceed to step ■. As a result, the drive signal ADV of the current gear position GP is given to the transmission actuator 5 via the output port 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 contrary, the processor 9a determines that RETRY≧0VER2,
That is, if it is determined that the second monitoring time has been exceeded, it is compared with the third monitoring time 0VER3. The processor 9a is R
If it is determined that ETRY<0VER3, that is, within the third monitoring time, it is determined whether the current gear position GP of RAM 9 e is neutral (N), and if it is neutral, the process proceeds to step (2), and if not, it proceeds to step (2).

■On the contrary, the processor 9a has RETRY≧OVE R3,
In other words, if it is determined that the third monitoring time has been exceeded, it is assumed that the series of tire area RETRY operations have been completed.
The contents of are reset 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 electromagnetic valve is energized according to the value of COM to operate the actuator, 1111+ is added to the contents of the timer area RETRY, the tire area RETRY is updated, and the clutch is disengaged. maintain the condition. That is, in a state where the clutch is not completely disengaged, it is impossible to perform a speed change operation, so the timer area is updated and a timing operation is performed only after the clutch is disengaged.

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 t-
Return to RAM 9 e's optimum gear stage OFT.

As a result, the drive signal AD corresponding to the optimum gear position OFT
V is applied to the transmission actuator 5 from the output port 9c, and the operation returns from the current gear position 1WGP to the optimum gear position. After this, proceed to step ■.

[Yes]) Conversely, if the current gear position GP is determined to be the neutral position in step ■, the timer area RETR
After adding "1" to the contents of Y and updating the timer area RETRY, the clutch is connected. That is, when the position returned between the first monitoring time and the second monitoring time is the neutral position, the clutch is connected between the second monitoring time and the third monitoring time. This reduces the synchronization load and
Alternatively, by once driving the input shaft gear from the clutch with the engine and shifting the synchronous meshing phase, it is useful to release 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 (2)). Then, reset the timer area RETRY to zero (step [phase]
). 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 solenoid valve is energized according to the contents of COM, and until the operation to the optimum gear is completed (during GP#OPT), the timer area RETRY is sequentially filled with "" for each loop of the program. l” is added (
Step ■), when the first monitoring time exceeds 0VERI,
That is, if the gear shift is not completed within the time 0VERI, the operation is switched to return to the original gear position (step 2). Then, the timer area RETRY is updated by adding "'1", and the clutch is maintained in the disengaged state (step 2).

■Furthermore, when the contents of the timer area RETRY exceed the second monitoring time 0VER2, if the original gear position returned in II is neutral, the clutch is connected (so-called double clutch), and conversely, the original gear position is neutral. Otherwise, the clutch remains disengaged and returns to the optimum gear position OFT.

In the above explanation, the end of the shift operation is detected when the gear position GP is updated (i.e., GP = OP T), but if the ratio of the rotational speed of the input shaft 6a or the drive shaft 6b is The end of the gear shifting operation may be detected when the gear ratio matches the optimum gear position.

(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. to measure the elapsed time and the first. The second set time is compared, and if the operation is not completed by the first set time, the mechanical system is When a temporary lock occurs in the hydraulic system or electrical system, there is no need to forcibly change gears and continue to drive the transmission actuator, and there is no risk of damaging the transmission actuator or transmission, and the vehicle is not affected by gear changes. This has the effect of preventing an increase in idle running time. 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.

Further, in the present invention, since the original operation is returned after the second set time has elapsed, the operation to return to the previous position can be performed just enough to release the temporary lock, and the operation can be completed in a short time. This has the effect of making it possible to perform a gear change operation again.

Furthermore, in the present invention, the first aspect of the present invention is as follows. Since the second monitoring time is changed depending on the driving conditions of the vehicle, even if the characteristics of the transmission etc. change depending on the driving conditions of the vehicle, the control can be switched at the optimum timing.

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 drawings]

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, 1...engine, 2...clutch, 5...
Transmission actuator, 6...Transmission, 7...Selector lever, 8b...Vehicle speed sensor, 9...Electronic control unit, 1■...Accelerator pedal, lla...Accelerator pedal sensor. Patent applicant: Isuri Motor Co., Ltd. (one other person) representative
People Patent attorney Minoru Tsuji (1 other person) Figure 2 Figure 3 Figure 4 Reason

Claims (1)

[Claims] In a shift control method for an automatic transmission in which an electronic control device controls a transmission actuator to drive the transmission, when operating the transmission actuator from one gear or neutral position to another gear or neutral position, The elapsed time from the start of the operation is measured with a timer, and the elapsed time and the first . Second
If the operation is not completed by the first set time, perform the operation to return to the gear position or neutral position before the operation, and resume the original operation after the second set time has elapsed. 1. A method for controlling a shift of an automatic transmission, characterized in that the first and second set times are changed according to driving conditions of a vehicle.