JP2008180320A - Control system and control method for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control system and a control method for a twin-clutch type automatic-transmission, which enables smooth return at failure in a pre-shift, and which can suppress deterioration of a synchromesh mechanism. <P>SOLUTION: A transmission control unit 100 performs pre-shift control such that when a specified shift stage has been accomplished, on the basis of prediction results of a prediction means, the transmission control unit 100 operates a specified synchromesh mechanism, and brings a transmission input-shaft to which a friction transmission mechanism unused to accomplishment of the present shift stage and a transmission output-shaft into a state of connection on standby by means of a specified gear-train. In the case where the connecting operation of the synchromesh mechanism is not yet completed in the connecting operation of the synchromesh mechanism from the prediction results, the synchromesh mechanism is returned to the neutral position, and the friction transmission mechanism to be connected to the transmission input-shaft equipped with the specified gear train is connected on standby in preparation for a next speed change operation. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an automatic transmission control device and control method, and more particularly to an automatic transmission control device and control method suitable for controlling a gear-type transmission used in an automobile.

  In recent years, an automated manual transmission (hereinafter referred to as “automatic transmission”) has been developed as a system that automates the operation of a clutch as a friction mechanism and the operation of a synchronous meshing mechanism as a gear selection mechanism using a gear-type transmission used in a manual transmission. MT ") has been developed. In automatic MT, when shifting is started, a clutch for transmitting and shutting off engine torque as a driving force source is released, the synchronous meshing mechanism is switched, and then the clutch is engaged again.

  As one of automatic MTs, a twin clutch type automatic MT is known in which two clutches for transmitting input torque to a transmission are provided and driving torque is alternately transmitted by the two clutches (for example, Patent Documents). 1, Patent Document 2). In this twin clutch type automatic MT, when shifting is started, the clutch of the next shift stage is gradually engaged while gradually releasing the clutch that was transmitting torque before shifting, and the driving torque is then shifted before shifting. By changing from the gear ratio equivalent to the gear ratio after shifting, the driving torque can be interrupted and smooth shifting can be performed.

  Further, in the twin clutch type automatic MT, in order to shorten the shift time to the next stage, the next shift stage is predicted when the predetermined shift stage is achieved, and the current shift stage is achieved. A so-called pre-shift control is known in which a transmission input shaft and a transmission output shaft to which an unused clutch is connected are selectively connected by a synchronous meshing mechanism so as to wait at a predetermined gear position. (For example, see Patent Document 3 and Patent Document 4).

JP 2000-234654 A JP 2001-295898 A Japanese Patent Laid-Open No. 10-318361 JP 2003-269592 A

  However, in the twin clutch type automatic MT, since the pre-shift control is performed, the frequency of use of the synchronous mesh mechanism that connects the transmission input shaft and the transmission output shaft is higher than that of the non-twin clutch type automatic MT. Is. In addition, if pre-shift control fails and retry control is performed to try again to engage the gear by the synchronous meshing mechanism, the frequency of use of the synchronous meshing mechanism increases further, and the synchronous meshing mechanism deteriorates quickly. There is a problem. Further, even if the retry control is performed in a situation where the vehicle state does not change significantly, the gear can not always be engaged. In this case, the synchronization meshing mechanism is deteriorated due to an increase in the number of retries, and the predicted There is also a problem that it is not possible to stand by at the gear position.

  An object of the present invention is to provide a control device and a control method for a twin-clutch type automatic transmission that can smooth the return when pre-shift fails and can suppress deterioration of the synchronous meshing mechanism.

(1) In order to achieve the above object, the present invention provides a plurality of friction transmission mechanisms for transmitting / interrupting the power of a driving force source, a plurality of transmission input shafts respectively connected to the friction transmission mechanisms, One friction transmission mechanism used in an automatic transmission having a plurality of transmission input shafts and a plurality of gear trains selectively connected between the transmission output shafts by a selection operation of a plurality of synchronous mesh mechanisms The transmission input shaft and the transmission output shaft connected to each other are connected via a gear train, and one of the friction transmission mechanisms is engaged and the other friction transmission mechanism is released, so that a desired shift speed is achieved. If the predetermined shift speed is achieved, the next shift speed is predicted, and based on the prediction result, the predetermined synchronous meshing mechanism is operated to use the current shift speed. Enter the transmission to which the friction transmission mechanism that is not connected is connected A control device for an automatic transmission that performs standby control in which a shaft and a transmission output shaft are connected to each other via a predetermined gear train and wait for standby, and when performing a connecting operation of a synchronous meshing mechanism based on the prediction result When the coupling operation of the synchronous meshing mechanism is not completed, the synchronous meshing mechanism is returned to the neutral position, and the friction transmission mechanism coupled to the transmission input shaft on the squeezed side is fastened to stand by. The control means to be provided is provided.
With such a configuration, it is possible to smoothly return when the preshift fails, and to suppress the deterioration of the synchronous meshing mechanism.

  (2) In the above (1), preferably, the control means calculates a fastening force of the friction transmission mechanism that is fastened and waits based on a transmission input shaft system inertia to which the friction transmission mechanism is coupled. It is what I did.

  (3) In the above (1), preferably, when the prediction result changes during standby, the control means releases the friction transmission mechanism that is engaged and standby, and based on the changed prediction result, The connecting operation of the synchronous meshing mechanism is performed again.

  (4) In the above (1), preferably, the control means is provided in a transmission input shaft connected to a friction transmission mechanism that is fastened and is standby in order to achieve a desired shift stage during standby. When the selected gear train is selected to be connected, the friction transmission mechanism that is fastened and waiting is released.

(5) In order to achieve the above object, the present invention provides a plurality of friction transmission mechanisms for transmitting / cutting power of a driving force source, and a plurality of transmission input shafts respectively connected to the friction transmission mechanisms. And an automatic transmission having a plurality of gear trains that selectively connect between the plurality of transmission input shafts and the transmission output shaft by selecting a plurality of synchronous mesh mechanisms. A transmission input shaft to which the transmission mechanism is connected and a transmission output shaft are connected via a gear train, and one friction transmission mechanism is engaged and the other friction transmission mechanism is released to achieve a desired speed change. To achieve the current shift stage by predicting the next shift stage and operating a predetermined synchronous meshing mechanism based on the prediction result when the predetermined shift stage is achieved. The friction transmission mechanism that is not used for the A control method for an automatic transmission that performs standby control in which a machine input shaft and a transmission output shaft are connected via a predetermined gear train to wait, and a synchronization operation of the synchronous meshing mechanism is performed based on the prediction result. When the connecting operation of the synchronous meshing mechanism is not completed, the synchronous meshing mechanism is returned to the neutral position, and the friction transmission mechanism coupled to the transmission input shaft on the squeezed side is fastened. It is made to wait.
This method makes it possible to smoothly return when preshift fails, and to suppress deterioration of the synchronous meshing mechanism.

  According to the present invention, the recovery at the time of pre-shift failure can be made smooth, and the deterioration of the synchronous meshing mechanism can be suppressed.

Hereinafter, the configuration and operation of the control device for the automatic transmission according to the first embodiment of the present invention will be described with reference to FIGS.
First, the configuration of an automobile provided with the control device for an automatic transmission according to the present embodiment will be described with reference to FIG.
FIG. 1 is a skeleton diagram showing a system configuration of an automobile provided with a control device for an automatic transmission according to a first embodiment of the present invention.

  An engine speed sensor (not shown) that measures the speed of the engine 7, an electronically controlled throttle (not shown) that adjusts the engine torque, and a fuel amount that matches the intake air amount are injected into the engine 7 that is a driving force source. A fuel injection device (not shown) is provided. The engine control unit 101 can control the torque of the engine 7 with high accuracy by operating the intake air amount, the fuel amount, the ignition timing, and the like. Fuel injection devices include an intake port injection method in which fuel is injected into an intake port or an in-cylinder injection method in which fuel is directly injected into a cylinder. It is advantageous to use an engine of a type that can reduce fuel consumption and has good exhaust performance. As a driving force source, not only a gasoline engine but also a diesel engine, a natural gas engine, an electric motor, or the like may be used.

  The automatic transmission 50 includes a first clutch 8, a second clutch 9, a first input shaft 41, a second input shaft 42, an output shaft 43, a first drive gear 1, a second drive gear 2, and a third drive gear 3. , Fourth drive gear 4, fifth drive gear 5, reverse drive gear (not shown), first driven gear 11, second driven gear 12, third driven gear 13, fourth driven gear 14, and fifth driven gear 15 A reverse drive gear (not shown), a first synchronization meshing mechanism 21, a second synchronization meshing mechanism 22, a third synchronization meshing mechanism 23, a rotation sensor 31, a rotation sensor 32, and a rotation sensor 33 are provided. The automatic transmission 50 can transmit and shut off the torque of the engine 7 to the first input shaft 41 by engaging and releasing the first clutch 8. Further, the torque of the engine 7 can be transmitted to and cut off from the second input shaft 42 by engaging and releasing the second clutch 9. As the first clutch 8 and the second clutch 9, a wet multi-plate clutch is used in this example, but a dry single-plate clutch may be used, and all friction transmission mechanisms can be used. It can also be configured by an electromagnetic powder clutch.

  The second input shaft 42 is hollow. The first input shaft 41 passes through the hollow portion of the second input shaft 42 and is configured to be capable of relative movement in the rotational direction with respect to the second input shaft 42.

  A first drive gear 1, a third drive gear 3, a fifth drive gear 5, and a reverse drive gear (not shown) are fixed to the second input shaft 42. The input shaft 41 is rotatable. Further, the second drive gear 2 and the fourth drive gear 4 are fixed to the first input shaft 41, and these gears have a relative movement in the rotational direction with respect to the second input shaft 42. It has a possible configuration.

  An input shaft rotational speed sensor 31 is provided as means for detecting the rotational speed of the first input shaft 41, and an input shaft rotational speed sensor 32 is provided as means for detecting the rotational speed of the second input shaft 42. Yes.

  On the other hand, the output shaft 43 is provided with a first driven gear 11, a second driven gear 12, a third driven gear 13, a fourth driven gear 14, a fifth driven gear 15, and a reverse driven gear (not shown). . The first driven gear 11, the second driven gear 12, the third driven gear 13, the fourth driven gear 14, the fifth driven gear 15, and the reverse driven gear (not shown) are provided to be rotatable with respect to the output shaft 43. ing.

  An output shaft rotation speed sensor 33 is provided as means for detecting the rotation speed of the output shaft 43.

Among these gears, the first drive gear 1 and the first driven gear 11 are engaged, and the second drive gear 2 and the second driven gear 12 are engaged. Further, the third drive gear 3 and the third driven gear 13 are engaged, and the fourth drive gear 4 and the fourth driven gear 14 are engaged. Further, the fifth drive gear 5 and the fifth driven gear 15 are engaged with each other. Further, a reverse drive gear (not shown), an idler gear (not shown), and a reverse driven gear (not shown) are respectively engaged.
Further, between the first driven gear 11 and the third driven gear 13, the first synchronous gear 11 is engaged with the output shaft 43, or the third driven gear 13 is engaged with the output shaft 43. A meshing mechanism 21 is provided. Between the 2nd driven gear 12 and the 4th driven gear 14, the 3rd synchronous mesh which makes the 2nd drive gear 12 engage with the output shaft 43, or engage the 4th driven gear 14 with the output shaft 43 A mechanism 23 is provided. The fifth driven gear 15 is provided with a second synchronous meshing mechanism 22 that engages the fifth driven gear 15 with the output shaft 43.

  A transmission piston 100 (not shown) and a shift fork (not shown) provided in the shift actuator 61 are controlled by the transmission control unit 100 by controlling the currents of the solenoid valve 105c and the solenoid valve 105d provided in the hydraulic mechanism 105. By controlling the position or load of the first synchronous engagement mechanism 21 via the first engagement gear and engaging with the first driven gear 11 or the third driven gear 13, the rotational torque of the second input shaft 42 is changed to the first synchronization. It can be transmitted to the output shaft 43 via the meshing mechanism 21. Here, by increasing the current of the solenoid valve 105d, a load is applied in the direction in which the first synchronous meshing mechanism 21 moves to the first driven gear 11 side, and by increasing the current of the solenoid valve 105c, the first A load is applied in a direction in which the synchronous meshing mechanism 21 moves to the third driven gear 13 side. The shift actuator 61 is provided with a position sensor (position sensor 61a in FIG. 2) for measuring the position of the first synchronous meshing mechanism 21.

  Further, the transmission control unit 100 controls the currents of the solenoid valve 105e and the solenoid valve 105f provided in the hydraulic mechanism 105, whereby the hydraulic piston (not shown) and the shift fork (not shown) provided in the shift actuator 62 are controlled. The position or load of the second synchronous meshing mechanism 22 is controlled via the second driven gear 15 to engage the fifth driven gear 15 with the rotational torque of the second input shaft 42. To the output shaft 43. The shift actuator 62 is provided with a position sensor (position sensor 62a in FIG. 2) for measuring the position of the second synchronization meshing mechanism 22.

  Further, the transmission control unit 100 controls the currents of the solenoid valve 105g and the solenoid valve 105h provided in the hydraulic mechanism 105, whereby a hydraulic piston (not shown) and a shift fork (not shown) provided in the shift actuator 63 are controlled. The position or load of the third synchronous meshing mechanism 23 is controlled via the second driven gear 12 or the fourth driven gear 14, so that the rotational torque of the first input shaft 41 can be increased. It can be transmitted to the output shaft 43 via the three-synchronization meshing mechanism 23. The shift actuator 63 is provided with a position sensor (position sensor 63a in FIG. 2) for measuring the position of the third synchronous meshing mechanism 23.

  Thus, from the first drive gear 1, the second drive gear 2, the third drive gear 3, the fourth drive gear 4, and the fifth drive gear 5, the first driven gear 11, the second driven gear 12, and the third driven gear. 13, the rotational torque of the transmission input shaft 41 transmitted to the transmission output shaft 43 via the fourth driven gear 14 and the fifth driven gear 15 is a differential gear (not shown) connected to the transmission output shaft 43. To the axle (not shown).

  Further, the transmission control unit 100 controls the current of the electromagnetic valve 105 a provided in the hydraulic mechanism 105, thereby controlling the pressure plate (not shown) provided in the first clutch 8. The transmission torque is controlled. The transmission control unit 100 controls the pressure plate (not shown) provided in the second clutch 9 by controlling the current of the electromagnetic valve 105 b provided in the hydraulic mechanism 105, and the transmission of the second clutch 9. Torque is controlled.

  Further, a range position signal indicating a shift lever position such as a P range, an R range, an N range, or a D range is input from the lever device 301 to the transmission control unit 100.

  The transmission control unit 100 and the engine control unit 101 transmit / receive information to / from each other through the communication unit 103.

  The shift actuator 61 is controlled by the electromagnetic valve 105c and the electromagnetic valve 105d, the first synchronous meshing mechanism 21 and the first driven gear 11 are meshed, and the second clutch 9 is engaged, so that the first speed traveling is achieved. The shift actuator 63 is controlled by the electromagnetic valve 105g and the electromagnetic valve 105h, the third synchronous meshing mechanism 23 and the second driven gear 12 are meshed, and the first clutch 8 is engaged, so that the second speed traveling is achieved. The shift actuator 61 is controlled by the electromagnetic valve 105c and the electromagnetic valve 105d, the first synchronous meshing mechanism 21 and the third driven gear 13 are meshed, and the second clutch 9 is engaged, so that the third speed traveling is achieved.

  Further, the shift actuator 63 is controlled by the electromagnetic valve 105g and the electromagnetic valve 105h, the third synchronous meshing mechanism 23 and the fourth driven gear 14 are meshed, and the first clutch 8 is engaged, so that the fourth speed traveling is achieved. Become. The shift actuator 62 is controlled by the electromagnetic valve 105e and the electromagnetic valve 105f, the second synchronous meshing mechanism 22 and the fifth driven gear 15 are meshed, and the second clutch 9 is engaged, so that the fifth speed traveling is achieved. The shift actuator 62 is controlled by the electromagnetic valve 105e and the electromagnetic valve 105f, the second synchronous meshing mechanism 22 and the reverse driven gear (not shown) are meshed, and the second clutch 9 is engaged, so that the reverse gear travel is performed.

  Here, for example, in the upshift from the first gear to the second gear, the shift actuator 61 is controlled by the solenoid valve 105c and the solenoid valve 105d, the first synchronous meshing mechanism 21 and the first driven gear 11 are meshed, From the state in which the second clutch 9 is engaged, the shift actuator 63 is controlled by the electromagnetic valve 105g and the electromagnetic valve 105h, the third synchronous engagement mechanism 23 and the second driven gear 12 are engaged, and the first clutch 8 is gradually engaged. At the same time, the second clutch 9 is gradually released.

  In this example, as a mechanism for operating the first meshing transmission mechanism 21, the second meshing transmission mechanism 22, and the third meshing transmission mechanism 23, a hydraulic mechanism using a solenoid valve and a hydraulic piston is used. However, instead of the solenoid valve and the hydraulic piston, an electric motor and a reduction gear may be used, or an electric motor and a drum may be used. It can also be configured using other mechanisms for control. When an electric motor is used, the motor may be constituted by a so-called DC motor in which the magnet is fixed and the winding is rotated, or so-called permanent magnet synchronization in which the winding is fixed and the magnet is rotated. A motor may be used, and various motors are applicable.

  Further, in order to operate the first clutch 8 and the second clutch 9, in this example, it is configured as a hydraulic mechanism using an electromagnetic valve, but it is configured to operate the clutch using an electric motor and a reduction gear. Alternatively, the clutch pressure plate may be controlled by an electromagnetic coil, or another mechanism for controlling the first clutch 8 and the second clutch 9 may be used.

Next, the input / output signal relationship between the transmission control unit 100 and the engine control unit 101 in the control apparatus for the automatic transmission according to the present embodiment will be described with reference to FIG.
FIG. 2 is a block diagram showing a system configuration of the transmission control unit and the engine control unit in the automatic transmission control apparatus according to the first embodiment of the present invention.

  The transmission control unit 100 is configured as a control unit including an input unit 100i, an output unit 100o, and a computer 100c. Similarly, the engine control unit 101 is also configured as a control unit including an input unit 101i, an output unit 101o, and a computer 101c.

  When the engine torque command value TTe is transmitted from the transmission control unit 100 to the engine control unit 101 using the communication means 103, the engine control unit 101 draws in the engine 7 so as to realize the engine torque command value TTe. The air amount, fuel amount, ignition timing, etc. (not shown) are controlled. The engine control unit 101 includes engine torque detection means (not shown) that serves as input torque to the transmission. The engine control unit 101 rotates the engine speed Ne and the engine torque generated by the engine 7. Te is detected and transmitted to the transmission control unit 100 using the communication means 103. As the engine torque detection means, a torque sensor may be used, or estimation means based on engine parameters such as the injection pulse width of the injector, the pressure in the intake pipe, the engine speed, and the like may be used.

  The transmission control unit 100 controls the current of the electromagnetic valve 105a and engages the first clutch 8 by adjusting the voltage V_cl applied to the electromagnetic valve 105a in order to realize a desired first clutch transmission torque. ,release. Further, the transmission control unit 100 controls the current of the electromagnetic valve 105b by adjusting the voltage V_clb applied to the electromagnetic valve 105b in order to realize the desired second clutch transmission torque, and the second clutch 9 is Engage and release. Further, the transmission control unit 100 adjusts the voltages V1_slv1 and V2_slv1 applied to the electromagnetic valves 105c and 105d in order to realize a desired position of the first synchronous meshing mechanism 21, whereby the electromagnetic valves 105c and 105d. The current is controlled, and the first synchronous meshing mechanism 21 is engaged and released.

  In addition, the transmission control unit 100 adjusts the voltages V1_slv2 and V2_slv2 applied to the electromagnetic valves 105e and 105f in order to realize a desired position of the second synchronous meshing mechanism 22, so that the electromagnetic valves 105e and 105f The current is controlled, and the second synchronous meshing mechanism 22 is engaged and released. Further, the transmission control unit 100 adjusts the voltages V1_slv3 and V2_slv3 applied to the electromagnetic valves 105g and 105h in order to realize a desired position of the third synchronous meshing mechanism 23, whereby the electromagnetic valves 105g and 105h. The current is controlled, and the third synchronous meshing mechanism 23 is engaged and released.

  The transmission control unit 100 is provided with a current detection circuit (not shown), and controls the current of each solenoid valve by changing the voltage output so that the current of each solenoid valve follows the target current. ing.

  The transmission control unit 100 includes an input shaft rotation sensor 31, an input shaft rotation sensor 32, and an output shaft rotation sensor 33. The first input shaft rotation speed NiA, the second input shaft rotation speed NiB, and the output shaft rotation speed No. Are entered respectively. In addition, whether the lever device 301 is depressing the range position signal RngPos indicating the shift lever position of the P range, R range, N range, D range or the like, the accelerator pedal depression amount Aps from the accelerator opening sensor 302, and the brake. An ON / OFF signal Brk from the brake switch 304 for detecting whether or not is input.

  In this example, a case where the driver has a so-called manual mode function for manually instructing upshift / downshift is described, and an up switch 306 and a down switch 307 are provided to the transmission control unit 100. ON / OFF signals UpSw and DnSw are input respectively.

  In addition, the transmission control unit 100 includes a first synchronization mesh mechanism 21, a second synchronization mesh mechanism 22, a third synchronization mesh from the sleeve 1 position sensor 61a, the sleeve 2 position sensor 62a, and the sleeve 3 position sensor 63a. A sleeve 1 position RPslv1, a sleeve 2 position RPslv2, and a sleeve 3 position RPslv3 indicating the stroke positions of the mechanism 23 are input.

  For example, when the driver depresses the accelerator pedal with the shift range set to the D range or the like, the transmission control unit 100 determines that the driver is willing to start and accelerate, and the driver presses the brake pedal. When it is depressed, it is determined that the driver intends to decelerate and stop, and the engine torque command value TTe, the first clutch target transmission torque TTs1, and the second clutch target transmission torque are set so as to realize the driver's intention. Set TTs2.

  In addition, the engine speed command value TTe, the first clutch is set so that a target gear position is set from the vehicle speed Vsp calculated from the output shaft rotational speed No and the accelerator pedal depression amount Aps, and the shift operation to the set gear position is executed. A target transmission torque TTs1, a second clutch target transmission torque TTs2, a target sleeve 1 position TPslv1, a target sleeve 2 position TPslv2, and a target sleeve 3 position TPslv3 are set.

  Further, the transmission control unit 100 performs electromagnetic so as to realize the set first clutch target transmission torque TTs1, second clutch target transmission torque TTs2, target sleeve 1 position TPslv1, target sleeve 2 position TPslv2, and target sleeve 3 position TPslv3. The voltages V_cla, V_clb, V1_slv1, V2_slv1, V1_slv2, V2_slv2, V1_slv3, V2_slv3 applied to the valves 105a, 105b, 105c, 105d, 105f, 105g, and 105h are output.

  Next, the control content of the first preshift control by the automatic transmission control device according to the present embodiment will be described with reference to FIGS. 3 and 4.

  FIG. 3 is a flowchart showing an outline of the control content of the first preshift control of the control device for the automatic transmission according to the first embodiment of the present invention. FIG. 4 is a timing chart showing an outline of the control content of the first preshift control of the control device for the automatic transmission according to the first embodiment of the present invention.

  As shown in FIG. 3, the first pre-shift control flow includes step 301 (target standby position calculation), step 302 (standby gear engagement control), step 303 (standby gear engagement failure determination), and step 304 (standby standby). (Gear release control) and step 305 (clutch engagement control).

  The contents of the preshift control shown in FIG. 3 are programmed in the computer 100c of the transmission control unit 100 and are repeatedly executed at a predetermined cycle. That is, the following processes of steps 301 to 305 are executed by the transmission control unit 100.

  In step 301 (target standby position calculation), the computer 100c of the transmission control unit 100 determines from the range position signal RngPos, the up switch UpSw, the down switch DnSw, the accelerator pedal depression amount Aps, the vehicle speed Vsp, the brake ON / OFF signal Brk, and the like. Then, the target standby gear position tGP_stb, which is the target value of the gear stage to be kept in preparation for the next shift operation, is set.

  Next, in step 302 (standby gear engagement control), the computer 100c sets an engagement load by a function having the sleeve position as an input. Here, the function is a relatively small value when the sleeve position is small (near neutral), a relatively large value when the sleeve position is in the intermediate region (near the synchronization position), and the sleeve position is large (engagement position). In the case of (near), it is desirable to set a relatively small value again. In addition, the function setting is preferably a value that allows the standby gear to be engaged and is as small as possible in consideration of the durability of the synchronous meshing mechanism.

  Next, in step 303 (determination of standby gear engagement failure), the computer 100c determines that the sleeve position is not in the meshing position when a predetermined time has elapsed since the start of standby gear engagement control. It is determined that the fastening has failed, and the process proceeds to step 304. If the sleeve position is in the meshing position, it is determined that the standby gear engagement has been completed, and the preshift control is terminated.

  Next, in step 304 (standby gear release control), the computer 100c calculates a release load by position feedback control based on a deviation between the neutral position and the sleeve position, and releases the standby gear.

Next, in step 305 (clutch engagement control), the computer 100c determines the input shaft rotational speed Ni to which the clutch is connected, the engine rotational speed Ne, the target rotational synchronization time T, and the input shaft input to which the clutch is connected. Using the shaft inertia Ii, calculate the clutch target torque Tc according to the following formula (1) and engage the clutch.

Tc = Ii x (Ne-Ni) ÷ T (1)

Here, the clutch target torque Tc is the minimum torque necessary for the input shaft to rotate when the clutch is engaged. When the clutch is engaged, the input shaft to which the clutch is connected rotates. . If the input shaft is rotating, the synchronization time of the synchronous meshing mechanism can be shortened when the next synchronous meshing mechanism is synchronized.

  Next, the operation of each unit during the preshift control shown in FIG. 3 will be described with reference to FIG.

  In this first pre-shift control example, the target standby gear position, which is the target value of the gear stage that should be kept ready for the next shift operation, is set to 1 from the 3rd gear while the vehicle is traveling at the 2nd gear. The pre-shift control content is shown when switching to the first gear is attempted but the engagement to the first gear fails.

  In FIG. 4, FIG. 4 (A) shows the target gear position tGP_nxt. FIG. 4B shows the target standby gear position tGP_stb. FIG. 4C shows the sleeve position RPslv. 3rd indicates a fastening position on the third speed side, N indicates a neutral position, and 1st indicates a meshing position on the first speed side. FIG. 4D shows the clutch torque of the input shaft to which the third gear or the first gear is connected.

  Prior to time t1, as shown in FIG. 4A, the target gear position tGP_nxt is 2nd of “second gear”, and as shown in FIG. 4B, the target standby gear position tGP_stb is 3rd of “third gear”. As shown in FIG. 4C, the sleeve position RPslv is the 3rd-speed engagement position 3rd, is running at the 2nd speed, and is waiting in the 3rd-speed gear in preparation for the next speed change operation. It is.

  When the target standby gear position tGP_stb in FIG. 4B is switched from “3rd” 3rd to “1st” 1st by step 301 (target gear position calculation) in FIG. 3 at time t1, FIG. C) The sleeve position RPslv moves from 3rd at the 3rd speed engagement position to N at the neutral position.

  When it is determined that the position is the neutral position N, the sleeve position RPslv tries to move from N, which is the neutral position, to the first position of the first speed engagement position, but at time t2, step 303 in FIG. 3 (standby gear engagement failure determination). Even if a predetermined time elapses after starting the fastening control, it is determined that the fastening has failed because the sleeve position is not in the first engagement position. Then, in step 304 (standby gear release control) in FIG. 3, the sleeve position RPslv is moved to N which is the neutral position.

  When the neutral position N is determined at time t3, the clutch torque in FIG. 4 (D) is calculated and the clutch is engaged in step 305 (clutch engagement control) in FIG.

  As described above, when the gear engagement failure during the preshift control is performed, the sleeve position RPslv is moved to the neutral position N, so that unnecessary retries can be avoided and the frequency of use of the synchronous meshing mechanism is avoided. And the deterioration of the synchronous meshing mechanism can be prevented. Further, by engaging the clutch at the neutral position N and waiting, the synchronization time of the synchronous meshing mechanism at the next gear engagement can be shortened, so that smooth gear engagement is possible.

  Next, the configuration and operation of the automatic transmission control device according to the second embodiment of the present invention will be described with reference to FIGS. In addition, the system configuration of the automobile provided with the control device for the automatic transmission according to the present embodiment is the same as that shown in FIG. The system configuration of the transmission control unit and the engine control unit in the automatic transmission control apparatus according to the present embodiment is the same as that shown in FIG.

  FIG. 5 is a flowchart showing an outline of the control content of the second preshift control of the control device for the automatic transmission according to the second embodiment of the present invention. FIG. 6 is a timing chart showing an outline of the control content of the second preshift control of the control device for the automatic transmission according to the second embodiment of the present invention. In FIG. 5, the same step numbers as in FIG. 3 indicate the same processing contents. 6A to 6D are the same as FIGS. 4A to 4D.

  As shown in FIG. 5, the second pre-shift control flow includes step 301 (target standby position calculation), step 302 (standby gear engagement control), step 303 (standby gear engagement failure determination), and step 304 (standby standby). Gear release control), step 305 (clutch engagement control), step 306 (target standby position change determination), step 307 (clutch release control), and step 308 (standby gear engagement control).

  The contents of the preshift control shown in FIG. 5 are programmed in the computer 100c of the transmission control unit 100 and are repeatedly executed at a predetermined cycle. That is, the following processes of steps 301 to 308 are executed by the transmission control unit 100.

  The processing contents of step 301 (target standby position calculation) to step 305 (clutch engagement control) are the same as those described in FIG.

  In step 306 (target standby position change determination) of FIG. 5, the computer 100c of the transmission control unit 100 newly calculates the target standby position compared with the standby position determined to be unsuccessful in step 303 of FIG. Is changed, and if it has changed, the process proceeds to Step 307. If there is no change in the target standby position, the flow ends. Note that when the target standby position changes to neutral, the flow may be terminated without determining that the standby position has changed. Since the control processing content shown in FIG. 5 is repeatedly executed at a predetermined cycle, even if there is no change in the target standby position at a certain timing, at the next timing, the target standby position is determined by the processing in step 301. May be recalculated and change may occur.

  When the target standby position has changed, in step 307 (clutch release control), the computer 100c releases the clutch in the engaged state by reducing the clutch torque to zero.

  Next, in step 308 (standby gear engagement control), the computer 100c sets an engagement load and engages the standby gear in the same manner as shown in step 302 (standby gear engagement control) in FIG. At this time, at least before the clutch is released in step 307, the input shaft to which the clutch is connected is rotating, and in this step, the input shaft is also rotating when the standby gear is engaged. Therefore, the synchronization time of the synchronization meshing mechanism can be shortened.

  Next, the operation of each unit during the second preshift control shown in FIG. 5 will be described with reference to FIG.

  In this second pre-shift control example, the target standby gear position, which is the target value of the gear stage that should be kept ready for the next shift operation, is set to 1 from the 3rd gear while the vehicle is traveling at the 2nd gear. Pre-shift control when the target standby gear position changes to the 3rd speed while trying to switch to the 1st gear but the engagement to the 1st gear fails, the gear is neutral, the clutch is engaged and waiting The contents are shown.

  Until time t3, the contents are the same as those shown in FIG.

  At time t4, when the target standby gear position tGP_stb in FIG. 6 (B) is switched from 1st of “first speed” to 3rd of “third speed”, FIG. 6 (D) clutch torque is changed to step 307 (clutch) in FIG. By release control), the clutch is released until it becomes zero.

  When the release of the clutch is completed at time t5, the sleeve position RPslv in FIG. 6 (C) is moved from the neutral position N to the third speed engagement position 3rd by step 308 (standby gear engagement control) in FIG. To start. When it is determined that the time is 3rd at time t6, the control is terminated.

  As described above, when the target standby gear position changes after the gear engagement failure during the preshift control, an unnecessary retry can be avoided by setting the new target standby gear position, and the synchronous meshing mechanism. It is possible to avoid an increase in the frequency of use and prevent deterioration of the synchronous meshing mechanism. In addition, by waiting at a new target standby gear position, the synchronization time of the synchronization meshing mechanism at the next gear engagement can be shortened, and thus a smooth gear engagement is possible.

  Next, the configuration and operation of the control device for the automatic transmission according to the third embodiment of the present invention will be described with reference to FIGS. In addition, the system configuration of the automobile provided with the control device for the automatic transmission according to the present embodiment is the same as that shown in FIG. The system configuration of the transmission control unit and the engine control unit in the automatic transmission control apparatus according to the present embodiment is the same as that shown in FIG.

  FIG. 7 is a flowchart showing an outline of the control content of the third preshift control of the control device for the automatic transmission according to the third embodiment of the present invention. FIG. 8 is a timing chart showing the outline of the control content of the third preshift control of the control device for the automatic transmission according to the third embodiment of the present invention. In FIG. 7, the same step numbers as in FIG. 5 indicate the same processing contents. 8A to 8D are the same as FIGS. 4A to 4D.

  As shown in FIG. 7, the second pre-shift control flow includes step 301 (target standby position calculation), step 302 (standby gear engagement control), step 303 (standby gear engagement failure determination), and step 304 (standby standby). Gear release control), step 305 (clutch engagement control), step 306 (target standby position change determination), step 307 (clutch release control), and step 309 (target gear engagement control).

  The contents of the preshift control shown in FIG. 7 are programmed in the computer 100c of the transmission control unit 100 and are repeatedly executed at a predetermined cycle. That is, the following processes of steps 301 to 308 are executed by the transmission control unit 100.

  The processing contents of step 301 (target standby position calculation) to step 307 (clutch release control) are the same as those described in FIG.

  In step 309 (target gear engagement control) in FIG. 7, the computer 100c of the transmission control unit 100 engages with the target gear.

  Next, the operation of each unit during the third preshift control shown in FIG. 7 will be described with reference to FIG.

  FIG. 8 is a time chart showing a third pre-shift control example of the automobile provided with the automatic transmission control device according to the embodiment of the present invention. In this third pre-shift control example, the target standby gear position, which is the target value of the gear stage that should be kept ready for the next shift operation, is set to 1 from the 3rd gear while the vehicle is traveling at the 2nd gear. While trying to switch to the speed gear, the engagement to the first speed gear fails, the gear is neutral, the clutch is engaged, and the target gear position, which is the traveling gear of the vehicle, changes from the second speed. The pre-shift control content when the speed is changed to the third speed and the target standby gear position is changed to the second speed is shown.

  Up to time t4, the contents are the same as those shown in FIG. 6 except for changes in the target gear position and the target standby gear position.

  At time t4, clutch release control triggered by the fact that the target gear position tGP_nxt in FIG. 8 (A) has been switched from 2nd in “second gear” to 3rd in “third gear” causes the clutch torque in FIG. , Reduced to zero and the clutch is released.

  Further, when the release of the clutch is completed at time t5, the gear engagement control is triggered by the fact that the target gear position tGP_nxt in FIG. 8A is switched from 2nd of “second gear” to 3rd of “third gear”. FIG. 8 (C) starts moving the sleeve position RPslv from the neutral position N to the 3rd-speed engagement position 3rd.

  Then, when it is determined that the speed is 3rd at time t6, the clutch is engaged in order to travel at the 3rd speed of the “third speed” that is the target gear position.

As explained above, if the target gear position changes after the gear engagement failure during pre-shift control, an unnecessary retry can be avoided by using a new target gear position, and the use of the synchronous meshing mechanism It is possible to avoid an increase in frequency and to prevent deterioration of the synchronous meshing mechanism. In addition, by waiting at a new target standby gear position, the synchronization time of the synchronization meshing mechanism at the next gear engagement can be shortened, and thus a smooth gear engagement is possible.

1 is a skeleton diagram showing a system configuration of an automobile provided with a control device for an automatic transmission according to a first embodiment of the present invention. It is a block diagram which shows the system configuration | structure of the transmission control unit and engine control unit in the control apparatus of the automatic transmission by the 1st Embodiment of this invention. It is a flowchart which shows the outline of the control content of the 1st pre shift control of the control apparatus of the automatic transmission by the 1st Embodiment of this invention. It is a timing chart which shows the outline of the control content of the 1st pre shift control of the control apparatus of the automatic transmission by the 1st Embodiment of this invention. It is a flowchart which shows the outline of the control content of the 2nd pre shift control of the control apparatus of the automatic transmission by the 2nd Embodiment of this invention. It is a timing chart which shows the outline of the control content of the 2nd pre shift control of the control apparatus of the automatic transmission by the 2nd Embodiment of this invention. It is a flowchart which shows the outline of the control content of the 3rd pre shift control of the control apparatus of the automatic transmission by the 3rd Embodiment of this invention. It is a timing chart which shows the outline of the control content of the 3rd pre shift control of the control apparatus of the automatic transmission by the 3rd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... 1st drive gear 2 ... 2nd drive gear 3 ... 3rd drive gear 4 ... 4th drive gear 5 ... 5th drive gear 7 ... Engine 8 ... 1st clutch 9 ... 2nd clutch 11 ... 1st driven gear 12 2nd driven gear 13 ... 3rd driven gear 14 ... 4th driven gear 15 ... 5th driven gear 21 ... 1st synchronous meshing mechanism 22 ... 2nd synchronous meshing mechanism 23 ... 3rd synchronous meshing mechanism 31 ... 1st 1 input shaft rotation sensor 32 ... second input shaft rotation sensor 33 ... output shaft rotation sensor 41 ... transmission first input shaft 42 ... transmission second input shaft 43 ... transmission output shaft 50 ... automatic transmission 61 ... first Shift actuator 62 ... second shift actuator 63 ... third shift actuator 100 ... transmission control unit 101 ... engine control unit 103 ... communication means 105 ... hydraulic mechanism 105a ... first Solenoid valve for clutch 105b ... Solenoid valve for second clutch 105c ... First solenoid valve for first synchronous meshing mechanism 105d ... Second electromagnetic valve for first synchronous meshing mechanism 105e ... First electromagnetic for second synchronous meshing mechanism Valve 105f ... Second electromagnetic valve for second synchronous meshing mechanism 105g ... First electromagnetic valve for third synchronous meshing mechanism 105h ... Second electromagnetic valve for third synchronous meshing mechanism 301 ... Lever device

Claims (5)

Between a plurality of friction transmission mechanisms for transmitting / interrupting the power of the driving force source, a plurality of transmission input shafts respectively coupled to the friction transmission mechanisms, the plurality of transmission input shafts, and a transmission output shaft Are used in an automatic transmission having a plurality of gear trains that are selectively connected by a selection operation of a plurality of synchronous mesh mechanisms,
By connecting a transmission input shaft to which one friction transmission mechanism is connected and a transmission output shaft through a gear train, and engaging one friction transmission mechanism and releasing the other friction transmission mechanism Achieve the desired gear,
When the predetermined shift speed is achieved, the next shift speed is predicted, and based on the prediction result, the predetermined synchronous meshing mechanism is operated, and is not used to achieve the current shift speed. A control device for an automatic transmission that performs standby control in which a transmission input shaft and a transmission output shaft, to which one of the friction transmission mechanisms is connected, are connected via a predetermined gear train to wait.
When performing the coupling operation of the synchronous meshing mechanism based on the prediction result, if the coupling operation of the synchronous meshing mechanism is not completed, the synchronous meshing mechanism is returned to the neutral position, and the speed change on the squeezed side in the coupled state is performed. A control device for an automatic transmission comprising a control means for fastening and waiting for a friction transmission mechanism coupled to a machine input shaft. The control device for an automatic transmission according to claim 1,
The control device for an automatic transmission, characterized in that the control means calculates a fastening force of a friction transmission mechanism that is engaged and waits based on a transmission input shaft system inertia to which the friction transmission mechanism is coupled. The control device for an automatic transmission according to claim 1,
When the prediction result changes during standby, the control means releases the friction transmission mechanism that has been engaged and is waiting, and performs the connecting operation of the synchronous meshing mechanism again based on the changed prediction result. A control device for an automatic transmission characterized by the above. The control device for an automatic transmission according to claim 1,
The control means is selected to connect a gear train provided on a transmission input shaft connected to a friction transmission mechanism that is fastened and standby in order to achieve a desired gear position during standby. In the case, the control device for the automatic transmission is characterized in that the friction transmission mechanism that is engaged and waiting is released. Between a plurality of friction transmission mechanisms for transmitting / interrupting the power of the driving force source, a plurality of transmission input shafts respectively coupled to the friction transmission mechanisms, the plurality of transmission input shafts, and a transmission output shaft Are used in an automatic transmission having a plurality of gear trains that are selectively connected by a selection operation of a plurality of synchronous mesh mechanisms,
By connecting a transmission input shaft to which one friction transmission mechanism is connected and a transmission output shaft through a gear train, and engaging one friction transmission mechanism and releasing the other friction transmission mechanism Achieve the desired gear,
When the predetermined shift speed is achieved, the next shift speed is predicted, and based on the prediction result, the predetermined synchronous meshing mechanism is operated, and is not used to achieve the current shift speed. A control method for an automatic transmission that performs standby control in which a transmission input shaft and a transmission output shaft, to which one of the friction transmission mechanisms is connected, are connected via a predetermined gear train to wait.
When performing the coupling operation of the synchronous meshing mechanism based on the prediction result, if the coupling operation of the synchronous meshing mechanism is not completed, the synchronous meshing mechanism is returned to the neutral position, and the speed change on the squeezed side in the coupled state is performed. A control method for an automatic transmission characterized in that a friction transmission mechanism connected to a machine input shaft is fastened and put on standby.

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