WO2010100747A1 - 車両の変速制御装置 - Google Patents
車両の変速制御装置 Download PDFInfo
- Publication number
- WO2010100747A1 WO2010100747A1 PCT/JP2009/054209 JP2009054209W WO2010100747A1 WO 2010100747 A1 WO2010100747 A1 WO 2010100747A1 JP 2009054209 W JP2009054209 W JP 2009054209W WO 2010100747 A1 WO2010100747 A1 WO 2010100747A1
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- WIPO (PCT)
- Prior art keywords
- shift
- transmission
- clutch
- shift control
- vehicle
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/0403—Synchronisation before shifting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
- F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
- F16H61/2807—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted using electric control signals for shift actuators, e.g. electro-hydraulic control therefor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/40—Shifting activities
- F16H2306/46—Uncoupling of current gear
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/40—Shifting activities
- F16H2306/48—Synchronising of new gear
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/40—Shifting activities
- F16H2306/50—Coupling of new gear
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/682—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings with interruption of drive
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
Definitions
- the present invention relates to a transmission control device for a vehicle including a driving force source and a transmission such as an engine, and an automatic clutch provided in a driving force transmission path between the driving force source and the transmission.
- the transmission between the engine and the driving wheel is a transmission that appropriately transmits the torque and rotation speed generated by the engine to the driving wheel according to the traveling state of the vehicle.
- a driving force source such as an engine (internal combustion engine)
- the transmission between the engine and the driving wheel is a transmission that appropriately transmits the torque and rotation speed generated by the engine to the driving wheel according to the traveling state of the vehicle.
- an automatic transmission that automatically sets an optimum transmission ratio.
- a planetary gear type transmission that sets a gear stage using a clutch and brake and a planetary gear device
- a belt type continuously variable transmission that adjusts a gear ratio steplessly.
- Machine Continuously Variable Transmission
- AMT automated manual transmission
- each gear pair is controlled by operating a synchromesh mechanism of a constantly meshing transmission having a plurality of gear pairs (input shaft side gear and output shaft side gear) with a shift actuator and a select actuator.
- a desired transmission ratio is obtained by setting the power transmission state or the power non-transmission state (see, for example, Patent Document 1).
- An automatic clutch is applied to such connection between the AMT and a driving force source such as an engine.
- the synchromesh mechanism of the always-meshing transmission has a sleeve and a synchronizer ring.
- the sleeve is connected to either the input shaft or the output shaft of the transmission, and is moved in the shift direction by the shift actuator.
- the sleeve When the sleeve is moved from the neutral position to the shift position (gear position), the sleeve meshes with one of a plurality of gears supported in an idle state on either the input shaft or the output shaft, The gear is connected to the input shaft or the output shaft (gearing).
- this gear connection one pair of gear pairs is in a power transmission state, and a gear stage corresponding to the gear pair can be obtained.
- the synchronizer ring is configured so that the input shaft and the output shaft of the transmission are synchronized by the frictional force that increases as the sleeve moves. As a result, even if the input shaft and the output shaft of the transmission are not synchronized before the shift, they are synchronized with the movement of the sleeve during the shift, so that a smooth shift can be performed.
- the automatic clutch is composed of a friction type clutch and a clutch operating device that operates the clutch.
- the clutch operating device includes, for example, a release bearing, a release fork, and a hydraulic actuator that operates the release fork. By controlling the hydraulic pressure of the actuator, the clutch is disconnected or connected (engaged). Is configured to do automatically.
- Patent Document 2 in a vehicle transmission control device in which a mechanical clutch is interposed between an engine and a gear-type transmission, the clutch is disengaged at the same time as gearing to the required stage after gear removal.
- a shift control device is disclosed in which the clutch is moved from the disengaged position to the front of the half-clutch region and the clutch is moved to the complete contact position when the gear engagement is completed.
- Japanese Patent Application Laid-Open No. 2003-228688 discloses a shift control device that moves only to a point as close as possible to the point where the driving force starts to be transmitted in a range where the driving force is not transmitted when the automatic clutch is disengaged. Is disclosed.
- Patent Document 4 discloses a control method for completely releasing the clutch after controlling the engine output so that the vehicle acceleration occurs at substantially zero when a shift request is made, and maintaining the control of the engine output for a set time.
- the input shaft speed of the transmission is synchronized with the output shaft speed by the synchronizer action of the synchromesh mechanism.
- the input shaft rotational speed of the transmission before synchronization is basically the rotational speed that is reduced by dragging from the rotational speed before shifting.
- the shift operation of the required gear stage is started, and the synchronization by the synchronizer ring is started at the timing t2y.
- the rotational speed of the input shaft of the transmission is high due to torsional vibration, and therefore the differential rotation (synchronous differential rotation for synchronization) with the synchronous rotational speed after the shift increases.
- the time required for rotation synchronization becomes longer, and the amount of work of the synchronizer ring increases, so there is a possibility that the wear and deterioration of the synchronizer ring will progress.
- Such a problem is an unknown matter. If the synchronization start time t2y by synchronizer is delayed, the differential rotation for synchronization can be reduced, but in this case, the shift time becomes very long.
- the present invention has been made in view of such circumstances, and is equipped with a synchromesh mechanism that synchronizes the input shaft rotation speed and the output shaft rotation speed, and is equipped with an AMT in which a shift operation is automatically performed by an actuator.
- An object of the present invention is to provide a speed change control device capable of reducing the rotation synchronization time at the time of speed change in a vehicle.
- the present invention relates to a transmission having a driving force source that generates a driving force for traveling, a synchromesh mechanism that synchronizes an input shaft rotational speed and an output shaft rotational speed, and a shift operation is automatically performed by an actuator.
- a shift control device applied to a vehicle having an automatic clutch provided in a drive force transmission path between the drive force source and the transmission.
- the start of the shift-out operation is controlled so that the shift is released at the first point P1.
- the shift-out operation is started at a timing before the automatic clutch is disengaged (half-clutch position) and before the point P1 in FIG. Is applied to the sleeve of the synchromesh mechanism, and when the automatic clutch is disengaged, the point P1 is reached, that is, the torque on the input shaft side of the transmission and the transmission.
- the torque on the output shaft side is balanced, the shift is naturally removed.
- both ends of the input shaft system of the transmission become free ends at that time, and the torsional vibration can be suppressed. It does not increase but decreases by dragging and approaches the synchronized rotational speed after shifting.
- the differential rotation between the input shaft rotation speed and the synchronous rotation speed (differential rotation for synchronization) can be reduced, and the time required for rotation synchronization can be shortened.
- the shift time can be shortened.
- the amount of work of the synchronizer ring in one shift can be reduced, and wear and deterioration of the synchronizer ring can be reduced.
- a specific configuration of the present invention there can be mentioned a configuration in which a shift-out operation of the transmission is started when a target time has elapsed from the time when a shift request is made.
- the target time used for the determination of the start of the shift-out operation is shown in FIG. 15 even when the variation is maximum in consideration of variations in response of shift control and variations due to machine differences.
- a value is always set so that the shift-out force acts on the sleeve.
- an actual stroke detecting means for detecting the clutch stroke of the automatic clutch is provided, and the actual clutch stroke reaches the target clutch stroke position before the automatic clutch is disengaged after a shift request is made.
- the time until the actual clutch stroke reaches the target clutch stroke position (specifically, the clutch stroke is determined based on the change amount per unit time of the clutch stroke of the automatic clutch after the shift request is made.
- the time until reaching the target clutch stroke position from the clutch engagement position) is calculated, and the shift-off operation may be started when the calculated time has elapsed from the time when the actual clutch stroke changes after the clutch disengagement request is started. .
- the shift-off operation of the transmission is started and the torsional vibration is suppressed before the automatic clutch is disengaged after a shift request is made. It can be shortened. Thereby, the shift time can be shortened. Furthermore, wear and deterioration of the synchronizer ring can be reduced.
- FIG. 1 It is a schematic structure figure showing an example of a vehicle to which the present invention is applied. It is sectional drawing which shows the structure of an automatic clutch typically. It is a figure which writes together and shows the principal part longitudinal cross-sectional view of a synchromesh mechanism, and the schematic block diagram of the action
- the vehicle of this example is equipped with an engine 1, an automatic clutch 2, a transmission 3, a select actuator 301, a shift actuator 302, a hydraulic control circuit 400, an ECU (Electronic Control Unit) 100, and the like.
- the engine 1, the automatic clutch 2, the transmission 3, the select actuator 301, the shift actuator 302, the hydraulic control circuit 400, and each part of the ECU 100 will be described below.
- crankshaft 11 that is an output shaft of the engine 1 is connected to a flywheel 21 (FIG. 2) of the automatic clutch 2.
- the rotational speed of the crankshaft 11 (engine rotational speed) is detected by an engine rotational speed sensor 501.
- the amount of air sucked into the engine 1 is adjusted by an electronically controlled throttle valve 12.
- the throttle valve 12 can electronically control the throttle opening independently of the driver's accelerator pedal operation, and the opening (throttle opening) is detected by a throttle opening sensor 502.
- the throttle opening of the throttle valve 12 is driven and controlled by the ECU 100. More specifically, an optimal intake air amount (target intake air) corresponding to the engine speed detected by the engine speed sensor 501 and the operating state of the engine 1 such as the accelerator pedal depression amount (accelerator opening) of the driver.
- the throttle opening degree of the throttle valve 12 is controlled so as to obtain an amount. More specifically, the actual throttle opening of the throttle valve 12 is detected using the throttle opening sensor 502, and the actual throttle opening coincides with the throttle opening (target throttle opening) at which the target intake air amount can be obtained.
- the throttle motor 13 of the throttle valve 12 is feedback-controlled.
- the automatic clutch 2 of this example includes a dry single-plate friction clutch 20 (hereinafter simply referred to as “clutch 20”) and a clutch operating device 200.
- the clutch 20 includes a flywheel 21, a clutch disk 22, a pressure plate 23, a diaphragm spring 24, a clutch cover 25, and the like.
- the flywheel 21 is attached to the crankshaft 11.
- a clutch cover 25 is attached to the flywheel 21 so as to be integrally rotatable.
- the clutch disk 22 is fixed to the input shaft 31 of the transmission 3 by spline fitting.
- the clutch disk 22 is disposed opposite to the flywheel 21.
- the pressure plate 23 is disposed between the clutch disk 22 and the clutch cover 25.
- the pressure plate 23 is pressed against the flywheel 21 by the outer peripheral portion of the diaphragm spring 24.
- frictional forces are generated between the clutch disk 22 and the pressure plate 23 and between the flywheel 21 and the clutch disk 22, respectively. Due to these frictional forces, the clutch 20 is connected (engaged), and the flywheel 21, the clutch disk 22, and the pressure plate 23 rotate together.
- the clutch 20 when the clutch 20 is in the connected state, the driving force is transmitted from the engine 1 to the transmission 3.
- the torque transmitted from the engine 1 to the transmission 3 via the clutch 20 in accordance with the transmission of the driving force is called “clutch torque”.
- This clutch torque is substantially “0” when the clutch 20 is disengaged, and increases as the clutch 20 is gradually connected and the slip of the clutch disk 22 decreases, and finally the clutch 20 is completely connected. In this state, it matches the rotational torque of the crankshaft 11.
- the clutch operating device 200 includes a release bearing 201, a release fork 202, a hydraulic clutch actuator 203, and the like.
- the pressure plate 23 and the flywheel 21 are displaced by axially displacing the pressure plate 23 of the clutch 20.
- the clutch disk 22 is set to be in a state where the clutch disk 22 is strongly sandwiched between the two.
- the release bearing 201 is fitted to the input shaft 31 of the transmission 3 so as to be axially displaceable, and is in contact with the center portion of the diaphragm spring 24.
- the release fork 202 is a member that moves the release bearing 201 toward the flywheel 21 side.
- the clutch actuator 203 includes a cylinder having an oil chamber 203a and a piston rod 203b, and the release fork 202 rotates about the fulcrum 202a by moving the piston rod 203b forward and backward (forward and backward) by hydraulic pressure.
- the operation of the clutch actuator 203 is controlled by the hydraulic control circuit 400 and the ECU 100. Specifically, when the clutch actuator 203 is driven and the piston rod 203b moves forward from the state shown in FIG. 2 (clutch engaged state), the release fork 202 is rotated (rotated clockwise in FIG. 2), Accordingly, the release bearing 201 moves toward the flywheel 21 side. By moving the release bearing 201 in this manner, the central portion of the diaphragm spring 24, that is, the portion of the diaphragm spring 24 that contacts the release bearing 201 moves toward the flywheel 21 (the diaphragm spring 24 is reversed). As a result, the pressing force of the pressure plate 23 by the diaphragm spring 24 is weakened, and the frictional force is reduced. As a result, the clutch 20 is disengaged (released).
- the transmission 3 has the same configuration as that of a general manual transmission such as a parallel gear transmission having six forward speeds and one reverse speed.
- the transmission 3 in this example is a constantly meshing stepped transmission including a synchromesh mechanism 300, and includes an input shaft 31 and an output shaft 32, and a reduction ratio provided on the input shaft 31 and the output shaft 32. . 316 with different gear sets, and one of the gear pairs 311, 312,. Is set.
- FIG. 1 schematically shows only three gear pairs 311 (gears 311a and 311b), a gear pair 312 (gears 312a and 312b), and a gear pair 316 (316a and 316b).
- One (input shaft side) gears 311a, 312a,... 316a constituting the gear pair 311, 312,... 316 are supported so as to rotate or idly rotate integrally with the input shaft 31 of the transmission 3.
- the gears 311b, 312b,... 316b on the (output shaft side) are supported by the output shaft 32 so as to rotate or idle.
- the input shaft side gears 311a, 312a,... 316a are supported so as to rotate integrally with the input shaft 31, and the output shaft side gears 311b, 312b,. It is supported to idle.
- gears 311a, 312a,... 316a and the gears 311b, 312b,... 316b of the gear pairs 311, 312, One of the gear pairs, for example, the gear 312b on the output shaft side of the gear pair 312 is connected to the output shaft 32 by a synchromesh mechanism 300, which will be described later, so that the gear pair 312 is in a power transmission state and corresponds to the gear pair.
- Gear stage for example, the second speed (2nd)
- the gear pair 316 enters a power transmission state, and the gear stage corresponding to the gear pair (for example, the sixth speed (6th) ) Can be obtained.
- the reverse gear pair is provided on the input shaft 31 of the transmission 3, and the reverse gear stage can be set by meshing the reverse gear pair with the idle gear provided on the counter shaft. It is like that.
- the input shaft 31 of the transmission 3 is connected to the clutch disk 22 of the clutch 20 described above (see FIG. 2). Further, as shown in FIG. 1, the rotation of the output shaft 32 of the transmission 3 is transmitted to the drive wheels 7 through the differential gear 5 and the axle 6.
- the rotational speed of the input shaft 31 of the transmission 3 (the rotational speed on the output shaft side of the clutch 20) is detected by the input shaft rotational speed sensor 503. Further, the rotational speed of the output shaft 32 of the transmission 3 is detected by an output shaft rotational speed sensor 504. Based on the rotation speed ratio (output rotation speed / input rotation speed) obtained from the output signals of the input shaft rotation speed sensor 503 and the output shaft rotation speed sensor 504, the current gear stage of the transmission 3 can be determined. it can. Further, the vehicle speed can be calculated from the output signal of the output shaft rotational speed sensor 504. Output signals of the input shaft rotational speed sensor 503 and the output shaft rotational speed sensor 504 are input to the ECU 100.
- a torque tube is provided in the input shaft system between the automatic clutch 2 and the input shaft 31 of the transmission 3. Note that the present invention can also be applied to a vehicle that does not include such a torque tube.
- the synchromesh mechanism 300 of this example includes a sleeve 320 that is engaged with a shift fork 610 of an operating mechanism 600 described later, a synchronizer ring (SNR) 330, a shifting key 340, a clutch hub 350, and the like.
- SNR synchronizer ring
- the clutch hub 350 is fitted to the output shaft 32 of the transmission 3 by an inner peripheral spline (not shown), and rotates integrally with the output shaft 32.
- An inner peripheral spline 321 is formed on the sleeve 320 and is fitted to the outer periphery of the clutch hub 350 by the inner peripheral spline 321 (not shown).
- the sleeve 320 is moved in the shift direction (X direction or Y direction) by the shift actuator 302.
- the synchronizer ring 330 is a cone-shaped member, and the cone surface 331 of the synchronizer ring 330 is synchronized with the input shaft 31 on the output shaft 32 by being pressed in the X direction by the sleeve 320, for example. It contacts the cone surface 312c of the idle gear 312b.
- an outer peripheral spline 332 having outer teeth 333 that mesh with the inner teeth 322 of the inner peripheral spline 321 of the sleeve 320 is formed.
- the shifting key 340 is spline-fitted to the inner peripheral surface of the sleeve 320, and, for example, presses the end surface 330a of the synchronizer ring 330 in the X direction at the beginning of movement in the X direction.
- the sleeve 320 When the transmission 3 is in the neutral state, the sleeve 320 is held at the neutral position shown in FIGS. 3 and 5A. From this state, for example, when the gear pair 312 shown in FIG. 1 is in a power transmission state, the sleeve 320 is moved in the X direction of FIG. As the sleeve 320 moves, the shifting key 340 also moves in the X direction to press the end surface 330a of the synchronizer ring 330.
- the shifting key 340 is positioned so as to rotate at a position close to one side of the groove of the outer peripheral spline 332 of the synchronizer ring 330 (the groove between the external teeth 333). Therefore, as shown in FIG.
- the chamfer surface (tapered surface) 322a of the inner teeth 322 of the sleeve 320 and the chamfer surface (tapered surface) 333a of the outer teeth 333 of the synchronizer ring 330 are always shifted in phase.
- the phase is regulated to face each other.
- the sleeve 320 can move further in the X direction, and the chamfer surface 322a of the sleeve 320 presses the chamfer surface 333a of the synchronizer ring 330 as shown in FIG. A large frictional force is generated between 331 and the cone surface 312c of the gear 312b. Further, when the inner teeth 322 of the spline 321 of the sleeve 320 enter the groove of the outer peripheral spline 332 of the synchronizer ring 330 (the groove between the outer teeth 333), the sleeve 320 directly presses the synchronizer ring 330 in the X direction to cause the gear 312b. Is synchronized with the rotation of the synchronizer ring 330.
- the synchronizer ring 330 When the synchronization is completed, the synchronizer ring 330 is idled, and when the sleeve 320 further moves in the X direction and the end surface 320a of the sleeve 320 abuts against the stopper 360 (the state shown in FIG. 4), FIG. ), The inner teeth 322 of the inner circumferential spline 321 of the sleeve 320 enter between the outer teeth 312d of the gear 312b (the inner teeth 322 of the inner circumferential spline 321 mesh with the outer teeth 312d of the gear 312b). As a result, the gear 312b and the output shaft 32 are connected, the gear pair 312 (FIG. 1) is in a power transmission state, and the shift (gearing) is completed.
- the sleeve 320 is moved in the Y direction in FIGS. 4 and 5D by the shift actuator 302.
- the inner teeth 322 of the inner peripheral spline 321 of the sleeve 320 and the outer teeth 312d of the gear 312b are disengaged, and the inner peripheral spline 321 of the sleeve 320 is completely disengaged from the outer peripheral spline 332 of the gear 312b.
- the gear 312b is idled, and when the sleeve 320 is moved to the position shown in FIGS. 3 and 5A, the transition to the neutral state is completed.
- the above synchromesh mechanism 300 is operated by an operation mechanism using the select actuator 301 and the shift actuator 302.
- the operation mechanism will be described with reference to FIGS.
- the actuating mechanism 600 in this example includes a shift fork 610, a shift fork shaft 620, a movable rod 630, a shift and select shaft 640 that are engaged with the sleeve 320 of the synchromesh mechanism 300, and the select actuator 301 and the shift actuator 302 described above. Etc.
- the shift fork shaft 620 is a member extending in the shift direction, and the shift fork 610 described above is provided at one end (the end portion on the sleeve 320 side of the synchromesh mechanism 300).
- a head 621 is provided at the other end of the shift fork shaft 620.
- the head 621 is formed with an engaging groove 621a for lever engagement extending along the select direction.
- the movable rod 630 is a member extending in a direction orthogonal to the shift fork shaft 620, that is, in the select direction.
- the movable rod 630 is connected to a piston rod 301c (see FIG. 7) of the select actuator 301, and the select rod 301 moves the movable rod 630 in the select direction.
- a lever 631 is integrally provided at the tip of the movable rod 630 (the end opposite to the select actuator 301). The lever 631 can be inserted into an engagement groove 621 a provided in the head 621 of the shift fork shaft 620.
- the shift and select shaft 640 is a member extending along the shift direction, and one end thereof is connected to the movable rod 630. The other end of the shift and select shaft 640 is connected to a piston rod 302c (see FIG. 7) of the shift actuator 302.
- a number (three) of shift fork shafts 620 corresponding to the synchromesh mechanism are arranged in parallel, and a head 621 is disposed at the end of each shift fork shaft 620. Is provided.
- the movable rod 630 is moved in the select direction by the select actuator 301, whereby the lever 631 at the tip of the movable rod 630 is moved to any one of the three shift fork shafts 620.
- the two heads 621 can be selectively disposed in the engagement groove 621a.
- the shift actuator 302 shifts the lever 631 of the movable rod 630 in the engagement groove 621 a of the head 621 of the shift fork shaft 620 farthest from the select actuator 301.
- the AND / SELECT shaft 640 is moved (advanced or retracted)
- the lever 631 and the head 621 are first engaged.
- the shift fork shaft 620 and the shift fork 610 are moved as the shift & SELECT shaft 640 is moved.
- the sleeve 320 of the synchromesh mechanism 300 moves in the shift direction.
- the sleeve 320 of the synchromesh mechanism 300 can be moved to the above-described neutral position or shift position (gear position). Also, when another shift fork shaft 620 is selected by driving the select actuator 301, similarly, the sleeve of another synchromesh mechanism can be moved in the shift direction by driving the shift actuator 302.
- Each drive of the select actuator 301 and the shift actuator 302 is controlled by the hydraulic control circuit 400 and the ECU 100.
- the synchromesh mechanism that is operated by the select actuator 301 is selected, but one shift actuator may be provided for one synchromesh mechanism (shift fork). In this case, the select actuator can be omitted.
- the hydraulic control circuit 400 in this example includes a reservoir 401, an oil pump 402, a check valve 403, an accumulator 404, a master solenoid valve 405, a select solenoid valve 406, a shift solenoid valve 407, a clutch solenoid valve 408, an oil filter 410, and the like. , And is configured to control hydraulic oil supplied to a select actuator (hydraulic cylinder) 301, a shift actuator (hydraulic cylinder) 302, and a clutch actuator (hydraulic cylinder) 203.
- the oil pump 402 a mechanical oil pump or an electric oil pump driven by the operation of the engine is used.
- a hydraulic oil supply path 411 and a hydraulic oil recirculation path 412 are connected to the reservoir 401, and an oil filter 410 is disposed at a communication site between the reservoir 401 and the hydraulic oil recirculation path 412.
- the hydraulic oil supply path 411 branches in two directions, the first branch oil path 411A is connected to the master solenoid valve 405, and the second branch oil path 411B is connected to the clutch solenoid valve 408.
- the hydraulic oil return path 412 branches in two directions, and the second branch oil path 412B of the branch oil paths is connected to the clutch solenoid valve 408.
- the first branch oil passage 412A of the hydraulic oil return passage 412 further branches in two directions, and one branch oil passage 412a is connected to the master solenoid valve 405.
- the other branch oil passage 412b of the first branch oil passage 412A further branches in two directions, and one branch oil passage 412c is connected to the select solenoid valve 406.
- the other branch oil passage 412d is connected to a shift solenoid valve 407.
- the master solenoid valve 405 includes (1) a position where the first branch oil passage 411A of the hydraulic oil supply passage 411 is connected to a communication oil passage 413 described later, and (2) a branch oil passage 412a of the hydraulic oil recirculation passage 412. 413, or (3) any one of the oil passage blocking positions for blocking the first branch oil passage 411A of the hydraulic oil supply passage 411 and the branch oil passage 412a of the hydraulic oil return passage 412. This is a switching valve that is selectively switched.
- a communication oil passage 413 is connected to the master solenoid valve 405.
- the communication oil passage 413 branches in three directions, and the first branch oil passage 413 a is connected to the select solenoid valve 406, and the second branch oil passage 413 b is connected to the shift solenoid valve 407.
- the third branch oil passage 413 c of the communication oil passage 413 further branches in two directions, and one branch oil passage 413 d communicates with the first oil chamber 301 a of the select actuator 301.
- the other branch oil passage 413e of the third branch oil passage 413c communicates with the first oil chamber 302a of the shift actuator 302.
- the select solenoid valve 406 is connected to a communication oil passage 414 that communicates with the second oil chamber 101b of the select actuator 301.
- the select solenoid valve 406 includes (1) a position where the first branch oil passage 413a of the communication oil passage 413 is connected to the communication oil passage 414, and (2) a third branch oil passage 412c of the hydraulic oil recirculation passage 412. Or (3) any one of the oil passage blocking positions for blocking the first branch oil passage 413a of the communication oil passage 413 and the third branch oil passage 412c of the hydraulic oil return passage 412 This is a switching valve that is selectively switched.
- a communicating oil passage 415 communicating with the second oil chamber 102b of the shift actuator 302 is connected to the shift solenoid valve 407.
- the shift solenoid valve 407 is (1) a position where the second branch oil passage 413b of the communication oil passage 413 is connected to the communication oil passage 415, and (2) a branch oil passage 412d of the hydraulic oil return passage 412 is connected to the communication oil passage 415. Or (3) a switching valve that selectively switches to any one of the oil passage blocking positions that block the second branch oil passage 413b and the branch oil passage 412d.
- the clutch solenoid valve 408 is connected to the second branch oil passage 411B of the hydraulic oil supply passage 411 and the second branch oil passage 412B of the hydraulic oil return passage 412.
- the clutch solenoid valve 408 is connected to a communication oil passage 416 that communicates with the oil chamber 203 a of the clutch actuator 203.
- the clutch solenoid valve 408 includes (1) a position where the second branch oil passage 411B of the hydraulic oil supply passage 411 is connected to the communication oil passage 416, and (2) a second branch oil passage 412B of the hydraulic oil recirculation passage 412. 416, and (3) one of the oil passage blocking positions for blocking the second branch oil passage 411B of the hydraulic oil supply passage 411 and the second branch oil passage 412B of the hydraulic oil return passage 412. This is a switching valve that is selectively switched.
- the above switching operation of the master solenoid valve 405, the select solenoid valve 406, the shift solenoid valve 407, and the clutch solenoid valve 408 is controlled by the ECU 100 (FIG. 1).
- the shift of the transmission 3 is performed by the driver operating the upshift switch 511 and the downshift switch 512 shown in FIG.
- the upshift switch 511 and the downshift switch 512 are provided on the steering wheel 700.
- Each operation signal of the upshift switch 511 and the downshift switch 512 is input to the ECU 100.
- the upshift switch 511 and the downshift switch 512 are, for example, paddle switches (morphological switches (automatic return type switches)), and each time the upshift switch 511 is operated once, the gear stage of the transmission 3 is set to 1. Step by step (for example, 1st ⁇ 2nd ⁇ 3rd ⁇ ... ⁇ 6th). On the other hand, every time the downshift switch 512 is operated once, the gear stage of the transmission 3 is lowered by one stage (for example, 6th ⁇ 5th ⁇ 4th ⁇ ⁇ ⁇ 1st).
- an automatic transmission mode switch (not shown) for selecting the automatic transmission mode is provided on the steering wheel 700 or the instrument panel.
- the ECU 100 When the automatic transmission mode switch is selected by operating the automatic transmission mode switch, the ECU 100 refers to the transmission map shown in FIG. 9 based on the traveling state of the vehicle, for example, the vehicle speed and the accelerator opening, and determines the gear stage of the transmission 3. Set automatically.
- a reverse switch for selecting reverse is provided.
- the reverse switch is provided on, for example, an instrument panel or a console panel.
- a neutral switch for selecting “neutral” may be provided as necessary, or “neutral” is set when the upshift switch 511 and the downshift switch 512 are operated simultaneously. It may be set.
- the ECU 100 includes a CPU 101, a ROM 102, a RAM 103, a backup RAM 104, a timer 110, and the like.
- the ROM 102 stores various control programs, maps that are referred to when the various control programs are executed, and the like.
- the CPU 101 executes arithmetic processing based on various control programs and maps stored in the ROM 102.
- the RAM 103 is a memory that temporarily stores calculation results of the CPU 101, data input from each sensor, and the like.
- the backup RAM 104 is a non-volatile memory that stores data to be saved when the engine 1 is stopped. is there.
- the timer 110 measures a control time when various controls of the engine 1 are executed.
- CPU 101 ROM 102, RAM 103, backup RAM 104 and timer 110 are connected to each other via a bus 107, and are connected to an input interface 105 and an output interface 106.
- the input interface 105 of the ECU 100 includes an engine speed sensor 501, a throttle opening sensor 502, an input shaft speed sensor 503, an output shaft speed sensor 504, and an accelerator opening that detects an accelerator pedal depression dormitory (accelerator opening).
- Sensor 505 water temperature sensor 506 for detecting engine water temperature (cooling water temperature), brake pedal sensor 507, select stroke sensor 508, shift stroke sensor 509, clutch stroke sensor 510, upshift switch 511, downshift switch 512, and the like are connected. The signals from these sensors are input to the ECU 100.
- the output interface 106 of the ECU 100 is connected to a throttle motor 13 that opens and closes the throttle valve 12, a fuel injection device 14, an ignition device 15, a hydraulic pressure control circuit 400, and the like.
- the ECU100 performs various control of the engine 1 including the opening degree control of the throttle valve 12 of the engine 1 based on the output signal of various sensors mentioned above.
- the ECU 100 also supplies a control signal (hydraulic command value) to the hydraulic control circuit 400 to connect or disconnect the clutch 20 based on the output signals of the various sensors described above when the transmission 3 is shifted.
- Control and shift control for switching the gear stage of the transmission 3 by supplying a control signal (hydraulic command value) to the hydraulic control circuit 400 are executed. Further, the ECU 100 executes the following “shift control during upshift”.
- vehicle speed change control device of the present invention is realized by the program executed by the ECU 100 described above.
- FIG. 16 shows an example in which a torque tube is provided in the input system between the automatic clutch and the input shaft of the transmission.
- FIG. 16 (A) when the automatic clutch is in the connected state, the engine output shaft rotational speed and the transmission input shaft rotational speed are the same.
- the automatic clutch 2 is quickly disengaged in order to perform the upshift, the torsion of the drive system parts such as the torque tube that has been twisted by the traveling so far is suddenly released, and FIG.
- the input shaft system of the transmission is twisted in the opposite direction.
- FIG. 16C the input shaft system of the transmission is twisted in the opposite direction to that of FIG.
- the torsional vibration is generated when the torsion of the input shaft system is released by the clutch disengagement during the upshift and the torsion of the torsion is alternately repeated.
- the input shaft rotational speed of the transmission is in a high state. Differential rotation) to be performed.
- the time required for rotation synchronization becomes longer, and the amount of work of the synchronizer ring increases, so there is a possibility that the wear and deterioration of the synchronizer ring will progress.
- step ST101 it is determined whether or not there is an upshift request by operating the upshift switch 511. If the determination result in step ST101 is affirmative, the timer 110 starts measuring the elapsed time Ta from the upshift speed request time t11 (FIG. 12), and proceeds to step ST102.
- the vehicle running state changes due to the accelerator pedal depression operation (acceleration request, etc.) and straddles the upshift shift line (solid line) of the shift map shown in FIG. Sometimes it is determined that there is an upshift request, and the measurement of the elapsed time Ta is similarly started, and the process proceeds to step ST102. If the determination result in step ST101 is negative, the process returns.
- step ST102 the automatic clutch 2 is disengaged (hereinafter also referred to as “clutch disengagement”). Specifically, as shown in FIG. 12, ECU 100 outputs a required clutch stroke to hydraulic control circuit 400, and hydraulic control circuit 400 controls the operation of clutch actuator 203 in accordance with the required clutch stroke.
- the actual clutch stroke (solid line) has a response delay with respect to the required clutch stroke (broken line).
- step ST103 it is determined whether or not a target time Tt (details will be described later) has elapsed from the time when an upshift request is made (timing t11 in FIG. 12), and the determination result is affirmative.
- the elapsed time Ta reaches the target time Tt, the shift-out operation is started (step ST104).
- the actual shift stroke moves of the sleeve 320 in the X direction
- the rotation by the synchronizer ring 330 starts from the time point t1y when the cone surface 331 of the synchronizer ring 330 and the cone surface 312c of the gear 312b shown in FIG.
- Synchronization SNR synchronization
- the rotational synchronization by the synchronizer ring 330 is performed after the input shaft rotational speed of the transmission 3 is lowered using the rotational fluctuation generated when the clutch is disengaged. Therefore, the differential rotation for synchronization can be reduced, and the time required for rotation synchronization (shift time) can be shortened. Thereby, the shift time can be shortened. Furthermore, the amount of work of the synchronizer ring 330 in one shift can be reduced, and wear and deterioration of the synchronizer ring 330 can be reduced.
- the target time Tt used for the determination process in step ST103 is not limited to FIG. 15 even in a situation where these variations are maximized in view of variations in response of shift control, variations due to machine differences, and the like.
- a value adapted in advance through experiments and calculations is set so that the shift-out force always acts on the sleeve 320 of the synchromesh mechanism 300.
- the target time Tt is a value adapted to each gear stage. Set.
- the actual clutch stroke of the automatic clutch 2 is changed to the target clutch before the clutch is disengaged (the actual clutch stroke is the half clutch position) after the upshift request is made.
- the stroke position STt is reached, a shift-out operation is started so that a force in the shift-out direction is applied to the sleeve 320 of the synchromesh mechanism 300.
- the target clutch stroke position STt used in this example is set to a position closer to the clutch connection position STc with respect to the half-clutch position of the automatic clutch 2 as shown in FIG.
- the target clutch stroke position STt in consideration of variations in response of shift control, variations due to machine differences, and the like, even when these variations are maximized, when the point P1 shown in FIG. 15 is reached, In order to ensure that the shift-out force acts on the sleeve 320 of the synchromesh mechanism 300, a value adapted in advance through experiments and calculations is set.
- the target clutch stroke position STt Set a value suitable for each gear stage.
- the actual clutch stroke of the automatic clutch is determined based on the change amount of the actual clutch stroke of the automatic clutch 2 after the upshift request is made. May be calculated until the target position STt is reached, and the shift-out operation is started when the calculated time has elapsed. An example of this will be described below with reference to FIG.
- the differential rotation for synchronization can be reduced, and the time required for rotation synchronization (shift time) can be shortened. Can do. Thereby, the shift time can be shortened. Furthermore, the amount of work of the synchronizer ring 330 in one shift can be reduced, and wear and deterioration of the synchronizer ring 330 can be reduced.
- actuators using hydraulic pressure as a driving force source are used as the select actuator 301 and the shift actuator 302.
- the present invention is not limited to this, and an electric actuator using an electric motor as a driving force source. May be used. Further, an electric actuator may be used as the clutch actuator 203.
- the present invention is applied to the shift control of the forward six-speed transmission.
- the present invention is not limited to this, and for example, any other arbitrary transmission such as a five-speed forward transmission.
- the present invention can also be applied to shift control of a shift stage transmission (automated manual transmission).
- the present invention is not limited to this, and for example, the driving force source
- the present invention can also be applied to shift control of a hybrid vehicle equipped with an engine (internal combustion engine) and an electric motor (for example, a traveling motor or a generator motor).
- the present invention can be used in a vehicle speed change control apparatus, and more specifically, a driving force source (for example, an engine) that generates driving force for traveling, and a synchronization that synchronizes an input shaft rotational speed and an output shaft rotational speed.
- a driving force source for example, an engine
- a transmission control apparatus for a vehicle which includes a transmission having a mesh mechanism, in which a shift operation is automatically performed by an actuator, and an automatic clutch provided in a driving force transmission path between the driving force source and the transmission. Can be used.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
2 自動クラッチ
20 クラッチ
203 クラッチアクチュエータ
3 変速機
300 シンクロメッシュ機構
320 スリーブ
330 シンクロナイザリング
301 セレクトアクチュエータ
302 シフトアクチュエータ
400 油圧制御回路
100 ECU
503 入力軸回転数センサ
504 出力軸回転数センサ
508 セレクトストロークセンサ
509 シフトストロークセンサ
510 クラッチストロークセンサ
エンジン1の出力軸であるクランクシャフト11は自動クラッチ2のフライホイール21(図2)に連結されている。クランクシャフト11の回転数(エンジン回転数)はエンジン回転数センサ501によって検出される。
自動クラッチ2の具体的な構成を図2を参照して説明する。
次に、変速機3について図1を参照して説明する。
次に、変速機3のシンクロメッシュ機構300について図3及び図4を参照して説明する。なお、図3及び図4には変速機3のギヤ対311及びギヤ対312のシンクロメッシュ機構300のみを示しているが、他のギヤ対のシンクロメッシュ機構も基本的に同じ構成であるので、その詳細な説明は省略する。
次に、油圧制御回路400について図7を参照して説明する。
この例において変速機3の変速は、運転者が図8に示すアップシフトスイッチ511及びダウンシフトスイッチ512を操作することによって行われる。それらアップシフトスイッチ511及びダウンシフトスイッチ512はステアリングホイール700に設けられている。アップシフトスイッチ511及びダウンシフトスイッチ512の各操作信号はECU100に入力される。
ECU100は、図10に示すように、CPU101、ROM102、RAM103、バックアップRAM104、及び、タイマ110などを備えている。
まず、アップシフト変速時に、変速機の入力軸系にねじり振動が発生するメカニズムについて図16を参照して説明する。なお、図16のモデルでは、自動クラッチと変速機との入力軸との間の入力系にトルクチューブを設けた例を示している。
アップシフト変速時のシフト制御の一例を図11のフローチャート及び図12のタイミングチャートを参照して説明する。図11の制御ルーチンはECU100において所定周期(例えば数msec~数十msec程度)毎に繰り返して実行される。なお、この例では、加速時等において自動クラッチ2を素早く操作する場合のシフト制御の例を示す。
上記した[シフト制御(1)]では、シフト変速要求があった時点t11から目標時間Ttが経過した時点t12でシフト抜き動作を開始しているが、本発明はこれに限られることなく、クラッチストロークセンサ310の出力信号から得られる実クラッチストローク、及び、目標クラッチストローク位置を用いてシフト抜き動作の開始を制御してもよい。
以上の例では、セレクトアクチュエータ301及びシフトアクチュエータ302として、油圧を駆動力源とするアクチュエータを用いているが、本発明はこれに限られることなく、電動モータを駆動力源とする電動式のアクチュエータを用いてもよい。また、クラッチアクチュエータ203についても電動式のアクチュエータを用いてもよい。
Claims (5)
- 走行用の駆動力を発生する駆動力源と、入力軸回転数と出力軸回転数とを同期させるシンクロメッシュ機構を有し、アクチュエータによってシフト操作が自動的に行われる変速機と、前記駆動力源と前記変速機との間の駆動力伝達経路に設けられた自動クラッチとを備えた車両に適用される変速制御装置であって、
変速要求があった後で前記自動クラッチが切断状態になる前に、前記変速機のシフト抜き動作を開始するシフト制御手段を備え、前記シフト抜き終了後、前記変速機の入力軸回転数が下がった状態で前記シンクロメッシュ機構による回転同期を実施することを特徴とする車両の変速制御装置。 - 請求項1記載の車両の変速制御装置において、
前記シフト制御手段は、変速要求があった後、前記変速機の入力軸側のトルクと当該変速機の出力軸側のトルクとが最初に釣り合ったときに、前記変速機がシフト抜きの状態となるように、前記変速機のシフト抜き動作を制御することを特徴とする車両の変速制御装置。 - 請求項1または2記載の車両の変速制御装置において、
前記シフト制御手段は、変速要求があった時点から目標時間が経過した時点で前記変速機のシフト抜き動作を開始することを特徴とする車両の変速制御装置。 - 請求項1または2記載の車両の変速制御装置において、
前記シフト制御手段は、前記自動クラッチのクラッチストロークを検出する実ストローク検出手段を備え、変速要求があった後で前記自動クラッチが切断状態となる前に、前記自動クラッチの実クラッチストロークが目標位置に到達した時点で前記変速機のシフト抜き動作を開始することを特徴とする車両の変速制御装置。 - 請求項4記載の車両の変速制御装置において、
前記シフト制御手段は、変速要求があった後の前記自動クラッチのクラッチストロークの変化量に基づいて、前記自動クラッチの実クラッチストロークが前記目標位置に到達するまでの時間を算出し、前記算出時間が経過した時点でシフト抜き動作を開始することを特徴とする車両の変速制御装置。
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US13/201,252 US8725371B2 (en) | 2009-03-05 | 2009-03-05 | Speed changing control apparatus for vehicle |
CN200980157818.1A CN102341624B (zh) | 2009-03-05 | 2009-03-05 | 车辆的变速控制装置 |
DE112009004440.9T DE112009004440B4 (de) | 2009-03-05 | 2009-03-05 | Gangwechsel-Steuervorrichtung für ein Fahrzeug |
JP2011502549A JP5338898B2 (ja) | 2009-03-05 | 2009-03-05 | 車両の変速制御装置 |
PCT/JP2009/054209 WO2010100747A1 (ja) | 2009-03-05 | 2009-03-05 | 車両の変速制御装置 |
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