JPS6011762A - Shifting control method in automatic transmission - Google Patents

Abstract

PURPOSE:To make smooth reshifting operation attainable, by putting shifting operation back to the original transmission step when the lapse of time from the shifting operation starting is longer than the first shifting time, while engaging a clutch and putting it back to the original operation when the elapsing time is longer than the second setting time and the original position is situated in neutral. CONSTITUTION:A processor 9a determines retry monitoring times OVER1-3 on the basis of the detected water temperature and the 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 over 1-3. And, in case of RETRY>= OVER1, the processor 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. Likewise, in time of RETRY>=OVER2, it again compares to the time OVER3, and when RETRY<OVER3 is the case, the processor judges whether or not the existing gear position is in neutral, and if being in neutral, a clutch is engaged, returning to the original operation after RETRY is renewed.

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.

(Objective of the Invention) The object of the present invention is to prevent damage to the transmission actuator and to provide a smooth system when temporary ay- ing 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 allows a speed change operation to be performed again.

(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, compares the elapsed time with the first and second set times, and compares the elapsed time with the first and second set times. It is detected that a lock has occurred due to the shift operation not being completed within a set time, and the lock is released by returning the gear to the position before the operation where no lock occurred. If the position before operation is the neutral position, the clutch is connected and then returned to the original operation.

That is, in the present invention, when a temporary long shift occurs during a gear shift operation, the transmission actuator is prevented from continuing to press the gear, and after returning to the original position to release the long shift, the transmission actuator is pressed again. If the original position is the neutral position at the start of the gear shift operation, the gear shift operation is indicated again by connecting the clutch and reducing the synchronizing load, or by changing the meshing phase of the synchronizer by connecting the -H clutch. It is something that makes you feel better. 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 la. 2 is the clutch body, which is composed of a well-known friction clutch and has a release lever.
2a, and 3 is a clutch actuator whose piston rod 3a drives the release lever 2a in order to control the engagement amount 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). 2, which is equipped with a gear position sensor 6C that detects
7 is a select lever, operated by the driver, f
Nj range (neutral position), l'l)j range (automatic shift), i'lj range (L speed), f2j range (2
speed), 113j range (l, 2.3 speed automatic transmission),
Each range of the Rj range (reverse) can be selected by its lever position, and a selection signal SP indicating the range selected by 'JNR' is outputted by the selection sensor 7a.

8a is a rotation sensor for detecting the rotation speed of the implant shaft 6a, 8b is a vehicle speed sensor,
1 for detecting vehicle speed from the rotational speed of the drive shaft 6b;
Reference numeral 0 denotes an engine rotation sensor, which detects the rotation speed of the flywheel la to detect the rotation speed of the engine 1. 9 is an electronic control device composed of a microcomputer, which includes a processor 9a that performs arithmetic processing, a read-only memory (FiOM) 9b that stores a control program for controlling the transmission 6 and the clutch 3, and an output port 9C. , an input port 9d, a random access memory (RAM) 9e that stores calculation results, etc., and an address/data bus (BUS) 9f that connects these. Out capo!・9c is connected to the clutch actuator 3, hydraulic mechanism 4, and transmission actuator 5, and drives the drive M)J signals CDV, PD
Outputs V and ADV.

On the other hand, the Kugata boat 9d has various sensors 6c, 7a, 8a.
, AB, IO, an accelerator pedal, a brake pedal, and a water temperature sensor, which will be described later, and receive detection signals from these sensors. 11 is an accelerator pedal; the accelerator pedal 11
12 is a brake pedal, and has a sensor 12a (switch) that detects 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 3, 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 is connected to the pump P (via the on-off valve V1) via the on-off valve v2, and to the tank T via the on-off valve v5 and the pulse-controlled on-off valve V4. It goes through. Note that the chamber 33b is always the tank 1.
It is piped to communicate with the ' side. Furthermore, 34 i;
j: A position sensor that detects the position of the piston rod 31a and determines the engagement amount of the clutch 2.

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, the clutch is turned off, and the drive signal CDV2,
When on-off valves V3 and V4 are opened by CDV3, chamber 33
The hydraulic pressure at a is released, the piston 31 moves to the left, and the clutch 2 is turned on. On-off valves v and I are drive signals CDV
3, the clutch 2I is gradually turned on (closed).

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

This select and shift actuator 5o and 5
5 is configured to be able to stop in 3 positions,
Staged cylinders 53 and 58 and first piston 51
and 56, and a cylindrical second piston that fits into the first piston.
pistons 52 and 57, and the pistons 51a and 56a of the first piston are connected to a transmission 6 (not shown).
is engaged with the internal lever.

Both the actuators 50 and 55 are connected to both chambers 53a, 53b and 5 of the cylinders 53 and 58, respectively.
When hydraulic pressure acts on chambers 8a and 58b, they are in the neutral state shown, and when hydraulic pressure acts on 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.
3b and 58b When hydraulic pressure is applied, only the I-th pistons 5 and 56 move to the left in the figure.

Chambers 53a and 53 of the select actuator 50
b communicates with the pump P (via the on-off valve 1) or the 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 pump P (via on-off valve V1) 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 ■7 to the pump P.
When the drive signal ADV3 connects the flow path switching valve 7 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
By communicating with the pump P side, the shift actuator 55 is returned to the neutral state shown. Next, drive signal ADVI
, the flow path switching valve ■6 is set to the pump P side, and the drive signal ADV is
2, the flow path 4A exchange valve V5 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 causes the flow path F)J to
The changeover valve V is connected to the pump P side, the flow path changeover valve v7 is connected to the tank T side by the drive signal ADV4, and the shift actuator 55 is operated to the fifth speed position to shift the transmission to the fifth speed.

In this way, the drive signals ADVI, ADV2 and ADV3
．． By activating the flow path switching FVs + V5 and V7 to ADV4 and alternately operating the select actuator 50 and the shift actuator 55, a 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.

■First, select lever 7 is set to the driving range ("mouth, 12j
, f3j, 1rDj range), and the selection signal SP is notified from the position sensor 7a to the processor 9a via the human-powered boat 9d. Process Nsa 9
a receives the vehicle speed signal WP from the vehicle speed sensor 8b and the depression amount AP from the sensor lla of the accelerator pedal 11 through the input port 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. and. The processor 9a retrieves the shift map from the speed 2 in the RAM 9e and the depression amount AP, and selects the optimum gear position.

That is, as shown in FIG. 3, the ROM 9b stores a shift map corresponding to the vehicle speed and the depression amount AP as a table SM. In the figure, ENG, II, ■, IV, and V are the respective gears, the solid lines are the boundaries of the gears when shifting up, and the dotted lines are the boundaries of the gears when shifting down, and there is a mixture of upshift maps and downshift I/maps. are doing.

Using this shift I map, the processor 9a determines the optimum gear stage 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 manual port 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, 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 engagement content 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 if they match, the gear change operation is completed and clutch engagement control, which will be described later, is performed and the process ends.

(ΦConversely, when the processor 9a determines that GP#OPT, it compares the valve drive pattern (electromagnetic valve drive pattern of the transmission actuator 5) COM stored in the RAM 9e with the optimum gear position OFT in area A. As a result of the comparison, if there is a mismatch (in other words, the shift operation has started), the valve drive pattern COM is set to A and the process proceeds to step [phase].By changing the valve drive pattern COM, the corresponding drive signal ADV is output from the output port 9C to shift the gear. The signal is applied to the gear actuator 5, and the gear shift operation starts.

(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. The reason why the monitoring speed is determined by the water temperature WT and the vehicle speed V- is that the viscosity of the oil in the hydraulic mechanism changes depending on the temperature, which changes the operating speed of the actuator. This is because the load changes.

The retry monitoring time is determined by determining whether the water temperature WT is higher than or lower than the set water temperature WTo, and whether the vehicle speed V is the set vehicle speed V. It is best to decide whether it is above or below, 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 to O, V
Compare with E R3. Processor 9a performs RETRY<
If it is determined to be 0VER1, 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 (2). Conversely, for processor 9a, RETRY≧0V
If it is determined to be ERI, it is determined that the elapsed time of the shift operation to the optimum gear position OFT has exceeded the first monitoring time, and the second
Compare with the monitoring time of 0VER2. The processor 9a is
If it is determined that RETRY<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 applied to the transmission actuator 5 via the output capo 9c, and the operation that was directed toward the optimum gear position OFT is now performed.
The operation returns to the current gear position (ie, the original operation).

■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 0VET3. The processor 9a is R
If it is determined that ETRY<0VER3, that is, within the third monitoring time, the current gear position GP in RAM9e is set to neutral (
If it is neutral, step (N,
If not neutral, proceed 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 series of retry operations have been completed 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 of RAM 9 e with the engagement amount CLTo in the clutch disengaged state. When CLT>CL To, 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, and the timer area R
Add “1” to the contents of ETRY and set the timer area RETRY.
After updating, maintain the clutch disengaged state. 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 is set to RA.
Return to the optimum gear position OFT of M9e.

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 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
When the position returned during the monitoring time is the neutral position, the clutch is connected between the second monitoring time and the third monitoring time. This reduces the synchronous load, or by once driving the input shaft gear from 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 (■).

For steps ■～■ of multiple series, 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 operational commands given to the microcomputer over time.

■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 (Φ)).Then, the timer area RETRY is reset to zero (Step ■
). 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 disconnected, the solenoid valve is energized according to the contents of COM, and if the operation to the optimum gear is not completed (during GPsOPT), "1" is sequentially added to the timer area RETRY (step ■ ), first monitoring time 0
If VERI is exceeded, 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). And “l′” in the evening/now area RETRY
The value is added and updated, and the clutch is maintained in the disengaged state (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 neutral, the Kura-Sochi is connected (so-called double clutch), and conversely, the original gear position is restored. 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 shift operation is detected when the gear position GP has been updated (i.e., GP = OP T), but if the ratio of the rotation speeds of the input shaft 6a or the drive shaft 6a is The end of the gear shifting operation may be detected when the gear ratio matches the optimum gear change ratio.

(Effects of the Invention) As explained above, according to the present invention, when operating the transmission actuator from one gear position or neutral position to another gear position or neutral position, the elapsed time from the start of the operation is Measure the time with a timer, compare the elapsed time with the first and second set times, and if the operation is not completed by the first set time, return to the gear position or neutral position before the operation. 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.
There is no risk of damaging the transmission actuator or the transmission, and there is an effect that the idle running time due to gear shifting can be prevented from increasing.

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.

Furthermore, in the present invention, if the position before the operation after the second set time has elapsed is the neutral position, the clutch is engaged and the gear shift operation is performed after the clutch is engaged, so the temporary lock is disabled before the re-shift operation. By reducing the synchronous load that is the cause, or by changing the meshing phase of the synchronous meshing device by once engaging the clutch, it is also possible to make re-shifting operations easier, reducing the probability of locking occurring during re-shifting operations. , you can expect smooth re-shifting operations.

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...Selectore-18b...Vehicle speed sensor, 9...Electronic control unit, 11...Accelerator pedal, lla...Accelerator pedal sensor. Figure 2 Cause 3 Figure 4

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 and second
Compare the setting times, and if the operation is not completed by the first setting time, perform the operation to return to the shift position before the operation, and at the time of the second setting [■After the elapsed time, the shift position before the operation A shift control method for an automatic transmission characterized in that when the shift position is at a neutral position, the clutch is connected and then returned to the original operation.