JP2009191868A - Vehicle control apparatus and control method - Google Patents

Abstract

In a transmission that automatically performs a shift by a synchromesh mechanism and an actuator that controls the synchromesh mechanism, the completion of the shift in the transmission is accurately grasped.
When a shift operation requesting a shift is performed (YES in S200), the ECU starts monitoring the sleeve position S (S202), and when the synchronization between the input shaft and the output shaft of the transmission is completed. (YES in S204), it is determined whether or not the time change amount ΔS of the sleeve position S is smaller than the threshold value (S206), and the sleeve position S when the time change amount ΔS becomes smaller than the threshold value is determined. The engagement start position S (2) is calculated (S210), and a value obtained by adding α to the calculated engagement start position S (2) is calculated as the engagement completion position S (3) (S212). α is set to a value based on the sum of the axial dimension of the sleeve chamfer surface and the axial dimension of the gear chamfer surface.
[Selection] Figure 7

Description

  The present invention relates to vehicle control, and more particularly to control of a vehicle including a transmission that automatically performs a shift by a synchromesh mechanism and an actuator that controls the synchromesh mechanism.

  2. Description of the Related Art Conventionally, there are known transmissions that automatically shift gears using a synchromesh mechanism and an actuator that controls the synchromesh mechanism. The synchromesh mechanism includes a sleeve and a synchronizer ring. The sleeve rotates in synchronization with either the input shaft or the output shaft of the transmission, and is configured to mesh with a gear that rotates in synchronization with the other shaft when moved in the gear engagement direction by the actuator. Is done. The synchronizer ring is provided between the sleeve and the gear and is configured to synchronize the sleeve and the gear before the sleeve and the gear are engaged with each other by a frictional force that increases as the sleeve moves. Thereby, even if the input shaft and the output shaft are not synchronized before the shift, they are synchronized with the movement of the sleeve during the shift. Therefore, a smooth shift can be performed. In a transmission having such a synchromesh mechanism, a technique for accurately controlling the amount of movement of a sleeve is disclosed in, for example, Japanese Patent Application Laid-Open No. 2002-106710 (Patent Document 1).

  The control device disclosed in this publication includes a shift actuator having a drive unit that operates based on a shift operation, a fork shaft that engages with a sleeve of the synchromesh mechanism and moves the sleeve by axial movement, and a drive unit And a fork shaft, and a driving force transmission member that transmits the driving force of the drive unit to the fork shaft is controlled. The control device includes a first detection unit that detects a deflection amount of the driving force transmission member during driving of the fork shaft, and a control unit that controls the operation of the shift actuator based on the deflection amount detected by the first detection unit. .

According to the control device disclosed in this publication, the control unit controls the operation of the shift actuator based on the deflection amount of the driving force transmission member detected by the first detection unit during driving of the fork shaft. Therefore, the movement amounts of the fork shaft and the sleeve can be controlled more accurately.
JP 2002-106710 A JP 2006-153235 A JP 2005-42798 A JP 2001-141047 A

  Incidentally, a clutch that is automatically controlled according to a shift in the transmission is usually provided between the above-described transmission and the drive source. When a shift is requested, the clutch is first switched to a state in which power is not transmitted, and after the shift in the transmission is completed (that is, after the sleeve has moved to a position where the sleeve meshes with the gear), the power is transmitted. Returned to Therefore, in order to promptly perform the required shift, the position of the sleeve when the shift in the transmission is completed, that is, when the engagement between the sleeve and the gear is completed (hereinafter also referred to as “engagement completion position”) is set. It is necessary to grasp with high accuracy.

  However, it is difficult to accurately grasp the meshing completion position before manufacturing the transmission. This is because the relative position of the sleeve and the gear is determined by assembling a plurality of parts, and therefore the meshing completion position is different from the design dimension for each transmission by the influence of assembly tolerances and assembly variations of these parts. It is for dispersion.

  Patent Document 1 discloses a technique for accurately controlling the position (movement amount) of the sleeve itself, but does not disclose any technique for accurately grasping the above-described meshing completion position for each individual transmission. Absent. For this reason, it is impossible to accurately grasp the completion of the shift in the transmission.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a transmission that automatically performs a shift by a synchromesh mechanism and an actuator that controls the synchromesh mechanism. It is an object of the present invention to provide a control device and a control method that can accurately grasp the completion of a shift.

  A control device according to a first aspect of the invention controls a vehicle including a transmission that automatically performs a shift by a synchromesh mechanism and an actuator that controls the synchromesh mechanism. The synchromesh mechanism has a sleeve that rotates in synchronization with one of the input shaft and output shaft of the transmission, and meshes with a gear that rotates in synchronization with the other shaft by movement in the gear engagement direction by the actuator. Is provided. The control device includes a detection unit for detecting the position of the sleeve, and the sleeve and the gear by the movement of the sleeve in the gear setting direction by the actuator based on the amount of change per unit time of the sleeve position detected by the detection unit. The calculating means for calculating the position of the sleeve when the engagement is completed as the engagement completion position, the storage means for storing the engagement completion position calculated by the calculation means, and the engagement stored in the storage means Control means for performing control related to the shift of the vehicle based on the completion position. The control method according to the eighth invention has the same requirements as the control device according to the first invention.

  In the control device according to the second invention, in addition to the configuration of the first invention, the calculation means calculates the position of the sleeve when the sleeve starts to contact the gear based on the amount of change per unit time. Engagement based on the first calculation means for calculating as the engagement start position, the engagement start position calculated by the first calculation means, and values predetermined based on the dimension of the sleeve and the dimension of the gear Second calculating means for calculating a completion position. The control method according to the ninth aspect has the same requirements as those of the control apparatus according to the second aspect.

  In the control device according to the third aspect of the invention, in addition to the configuration of the second aspect of the invention, the end portion on the gear side of the sleeve is provided with a first surface that is inclined with respect to the gear engagement direction. The end of the gear on the sleeve side is provided with a second surface that faces the first surface when the sleeve moves in the gear engagement direction. The meshing start position is the position of the sleeve when the first surface starts to contact the second surface. The meshing completion position is the position of the sleeve when the contact between the first surface and the second surface is completed. The control method according to the tenth invention has the same requirements as the control device according to the third invention.

  In the control device according to the fourth aspect of the invention, in addition to the configuration of the third aspect of the invention, the second calculation means includes a dimension of the first surface in the gearing direction and a dimension of the second surface in the gearing direction. A value obtained by adding a value corresponding to the sum to the meshing start position is calculated as the meshing completion position. The control method according to the eleventh invention has the same requirements as the control device according to the fourth invention.

  In the control device according to the fifth invention, in addition to the configuration of any one of the second to fourth inventions, the first calculation means determines whether or not the amount of change per unit time is smaller than a threshold value. Determination means for determining, and means for calculating the position of the sleeve when the determination means determines that the amount of change per unit time is smaller than the threshold value as the engagement start position. The control method according to the twelfth invention has the same requirements as the control device according to the fifth invention.

  In the control device according to the sixth invention, in addition to the configuration of any one of the first to fifth inventions, the synchromesh mechanism includes a synchronizer ring that synchronizes the sleeve and the gear before the sleeve and the gear are engaged with each other. Provided. The control device further includes synchronization determining means for determining whether one axis and the other axis are synchronized. The calculating means calculates the meshing completion position based on the change amount per unit time of the position of the sleeve after it is determined by the synchronization determining means that the one axis and the other axis are synchronized. The control method according to the thirteenth aspect has the same requirements as the control device according to the sixth aspect.

  In the control device according to the seventh invention, in addition to the configuration of any one of the first to sixth inventions, the vehicle includes a drive source of the vehicle, and a clutch provided between the drive source and the transmission. Is provided. The control means controls the clutch based on the meshing completion position stored in the storage means. . The control method according to the fourteenth invention has the same requirements as those of the control device according to the seventh invention.

  According to the present invention, the meshing completion position is calculated based on the detected value of the actual sleeve position (that is, a value that takes into account variations among individual transmissions). Therefore, the meshing completion position can be accurately calculated for each transmission. Thereby, in a transmission that automatically performs a shift by the synchromesh mechanism and the actuator that controls the synchromesh mechanism, it is possible to accurately grasp the completion of the shift in the transmission.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, the vehicle provided with the control apparatus which concerns on this Embodiment is demonstrated. The vehicle to which the control device according to the present invention can be applied is not limited to the vehicle shown in FIG. 1 as long as the vehicle controls the synchromesh mechanism provided in the transmission by an actuator, and is a vehicle having another aspect. There may be. Further, the drive source is not limited to the engine but may be a motor.

  The vehicle includes an engine 10, a clutch mechanism 20, a mechanical automatic transmission 30, and an ECU 600.

  The engine 10 is a gasoline engine that burns fuel injected from an injector (not shown) in a combustion chamber of a cylinder (not shown). The piston in the cylinder is pushed down by the combustion, and the crankshaft 12 is rotated.

  The clutch mechanism 20 is connected to the crankshaft 12 of the engine 10 and the input shaft 202 of the mechanical automatic transmission 30. The clutch mechanism 20 has a state in which the torque of the engine 10 is transmitted to the mechanical automatic transmission 30 by an actuator that operates in response to a control signal from the ECU 600 (hereinafter also referred to as “power transmission state”), and The state is switched to a state where torque is not transmitted to the mechanical automatic transmission 30 (hereinafter also referred to as “power cut-off state”).

  The mechanical automatic transmission 30 includes a transmission case 100, a gear transmission mechanism 200 housed in the transmission case 100, a synchromesh mechanism 300, a select actuator 400, and a shift actuator 500.

  Gear transmission mechanism 200 includes an input shaft 202, a counter shaft (not shown) that rotates in synchronization with input shaft 202, and output shaft 204. On the output shaft 204, a plurality of gears connected to the output shaft 204 so as to be idled are provided. The plurality of gears on the output shaft 204 are always meshed with the plurality of gears on the counter shaft, and rotate in synchronization with the input shaft 202 at the number of rotations corresponding to the gear ratio of each gear train.

  The synchromesh mechanism 300 synchronizes one of the plurality of gears rotating on the output shaft 204 in synchronization with the input shaft 202 with the output shaft 204, thereby changing the gear ratio of the gear transmission mechanism 200 to the driver. Is set to the required gear ratio. The synchromesh mechanism 300 will be described later in detail.

  Select actuator 400 operates a select shaft (not shown) in accordance with a control signal from ECU 600 to select a gear corresponding to the gear ratio required by the driver from among the gears of synchromesh mechanism 300. When the shift actuator 500 is provided in each shift fork, the select actuator 400 is not necessary. In the following description, the case where the shift actuator 500 provided in each shift fork is controlled will be described.

  Shift actuator 500 moves a fork shaft (not shown) connected to a shift fork (not shown) in the axial direction by hydraulic pressure in response to a control signal from ECU 600. As a result, the sleeve 310 (see FIG. 2) engaged with the shift fork is moved in the axial direction. Note that the shift actuator 500 is not limited to being hydraulic, and for example, an electric motor may be used.

  The ECU 600 is connected to a stroke sensor 602, a shift position sensor 606 of the shift lever 604, an input shaft rotational speed sensor 608, and an output shaft rotational speed sensor 610 with a harness or the like interposed therebetween.

  The stroke sensor 602 detects the position (sleeve position) S of the sleeve 310 (see FIG. 2), and transmits a signal representing the detection result to the ECU 600. In the present embodiment, the stroke sensor 602 detects the amount of movement from the neutral position (the distance between the neutral position and the sleeve 310) by using the sleeve position S with reference to a predetermined neutral position. Note that the method for detecting the sleeve position S is not limited to using the neutral position as a reference.

  Shift position sensor 606 detects position (shift position) SP of shift lever 604 and transmits a signal representing the detection result to ECU 600. The shift lever 604 is operated by the driver to the shift position SP corresponding to the gear ratio desired by the driver.

  Input shaft rotational speed sensor 608 detects the rotational speed (input shaft rotational speed) NIN of input shaft 202 of gear transmission mechanism 200 and transmits a signal representing the detection result to ECU 600.

  Output shaft rotation speed sensor 610 detects the rotation speed (output shaft rotation speed) NOUT of output shaft 204 of gear transmission mechanism 200 and transmits a signal representing the detection result to ECU 600.

  ECU 600 is based on signals sent from stroke sensor 602, shift position sensor 606, input shaft rotational speed sensor 608, output shaft rotational speed sensor 610, and the like, a map and a program stored in a ROM (Read Only Memory). Then, the clutch mechanism 20 and the mechanical automatic transmission 30 (select actuator 400 and shift actuator 500) are controlled so that the gear transmission mechanism 200 is in a desired state.

  The synchromesh mechanism 300 will be described with reference to FIG. The synchromesh mechanism 300 includes a sleeve 310, a synchronizer ring 320, and a shifting key 316.

  An inner peripheral spline is provided on the inner peripheral surface of the sleeve 310, and the inner peripheral spline is fitted to an outer peripheral spline of a clutch hub (not shown) connected on the output shaft 204. Therefore, the sleeve 310 rotates in synchronization with the output shaft 204. A chamfer surface 314 is provided at the end of the inner peripheral tooth 312 (the convex side of the inner peripheral spline) of the sleeve 310 on the gear 330 side. Further, the sleeve 310 is engaged with the shift fork, and when the fork shaft is moved by the shift actuator 500, the sleeve 310 is moved in the axial direction X (gearing direction).

  The shifting key 316 is fitted to the inner peripheral surface of the sleeve 310 in the centrifugal direction, and presses the end surface of the synchronizer ring 320 in the axial direction X in the initial movement in the axial direction X.

  The synchronizer ring 320 is formed in a cone shape. By being pressed in the axial direction X by the sleeve 310, the cone surface 326 of the synchronizer ring 320 abuts on the cone surface 336 of the gear 330 rotating in synchronization with the input shaft 202 on the output shaft 204.

  A plurality of outer peripheral teeth 322 are formed on the outer periphery of the synchronizer ring 320 to mesh with the inner peripheral teeth 312 of the sleeve 310. A chamfer surface 324 that faces the chamfer surface 314 of the sleeve 310 when the sleeve 310 moves in the axial direction X is provided at the end of the outer peripheral teeth 322 on the sleeve 310 side.

  A plurality of outer peripheral teeth 332 that mesh with the inner peripheral teeth 312 of the sleeve 310 are formed on the outer periphery of the gear 330. A chamfer surface 334 that faces the chamfer surface 314 of the sleeve 310 when the sleeve 310 moves in the axial direction X is provided at the end of the outer peripheral teeth 332 on the sleeve 310 side.

  When the sleeve 310 moves in the axial direction X so that the inner peripheral teeth 312 of the sleeve 310 enter between the grooves of the outer peripheral teeth 322 of the synchronizer ring 320 and further enter between the grooves of the outer peripheral teeth 332 of the gear 330. And the gear 330 are mechanically coupled.

  The operation of the synchromesh mechanism 300 will be described with reference to FIG. As shown in FIG. 3, the chamfer surface 314 of the sleeve 310, the chamfer surface 324 of the synchronizer ring 320, and the chamfer surface 334 of the gear 330 are each inclined with respect to the axial direction X.

  In the neutral state of the gear transmission mechanism 200, the sleeve 310 is held in the neutral position. When the driver operates the shift lever 604 to request a shift, the sleeve 310 starts moving in the axial direction X in response to a control signal from the ECU 600.

  When the sleeve 310 starts to move in the axial direction X, the shifting key 316 also moves in the axial direction X and presses the end face of the synchronizer ring 320 in the same direction.

  The shifting key 316 is positioned so as to rotate at a position close to one side of the groove of the outer peripheral teeth 322 of the synchronizer ring 320. Therefore, the phase is regulated so that the chamfer surface 314 of the sleeve 310 and the chamfer surface 324 of the synchronizer ring 320 always face each other with a shifted phase. As a result, the sleeve 310 can further move in the axial direction X.

  When the chamfer surface 314 of the sleeve 310 contacts the outer peripheral teeth 322 of the synchronizer ring 320, the sleeve 310 presses the outer peripheral teeth 322 in the axial direction X, so that the cone surface 326 of the synchronizer ring 320 and the cone surface 336 of the gear 330 are A large frictional force is generated. As a result, the gear 330 starts to synchronize with the rotation of the synchronizer ring 320.

  As shown in FIG. 3A, when almost the entire chamfer surface 314 comes into contact with the chamfer surface 324, the synchronization between the rotation of the gear 330 and the synchronizer ring 320 is almost completed. The position of the sleeve 310 at this time is the synchronization position S (1).

  Further, the sleeve 310 moves in the axial direction X while the synchronizer ring 320 is displaced in the rotational direction in a state where the chamfer surface 314 and the chamfer surface 324 are in contact with each other, and the inner peripheral teeth 312 of the sleeve 310 are moved to the outer periphery of the synchronizer ring 320. It enters between the grooves of the teeth 322.

  The sleeve 310 further moves in the axial direction X, and the inner peripheral teeth 312 of the sleeve 310 begin to contact the outer peripheral teeth 332 of the gear 330 as shown in FIG. The position of the sleeve 310 at this time is the meshing start position S (2). Since the engagement start position S (2) is a position where the sleeve 310 starts to enter the gear 330 in addition to the synchronizer ring 320, the engagement start position S (2) is also described as a two-stage entry position.

  Further, the sleeve 310 moves in the axial direction X while displacing the gear 330 in the rotational direction in a state where the chamfer surface 314 and the chamfer surface 334 are in contact with each other.

  As shown in FIG. 3C, the sleeve 310 moves to a position where the contact between the chamfer surface 314 and the chamfer surface 334 is completed, and the inner peripheral teeth 312 of the sleeve 310 move between the grooves of the outer peripheral teeth 332 of the gear 330. Upon entering, the sleeve 310 and the gear 330 are mechanically coupled. The position of the sleeve 310 at this time is the meshing completion position S (3).

  Thereafter, the sleeve 310 further moves in the axial direction X. When the fork shaft comes into contact with a stopper (not shown), for example, the movement of the sleeve 310 is completed as shown in FIG. The position of the sleeve 310 at this time is the sleeve movement completion position S (4).

  In the vehicle having the above-described configuration, the present invention enables the ECU 600 to engage the mesh start position S (2) based on the time change amount (change amount per unit time) ΔS of the sleeve position S detected by the stroke sensor 602. And the calculated meshing start position S (2), the design dimensions of the sleeve 310 and the gear 330 (specifically, the dimension A in the axial direction X of the chamfer surface 314 and the axial direction X of the chamfer surface 334) It is characterized in that the engagement completion position S (3) is calculated based on the dimension B).

  FIG. 4 shows a functional block diagram of ECU 600 that is a vehicle control apparatus according to the present embodiment. ECU 600 includes an input interface (hereinafter referred to as input I / F) 620, an arithmetic processing unit 630, a storage unit 640, and an output interface (hereinafter referred to as output I / F) 650.

  The input I / F 620 includes a shift position SP from the shift position sensor 606, an input shaft rotational speed NIN from the input shaft rotational speed sensor 608, an output shaft rotational speed NOUT from the output shaft rotational speed sensor 610, and a sleeve from the stroke sensor 602. The position S is received and transmitted to the arithmetic processing unit 630.

  Various types of information, programs, threshold values, maps, and the like are stored in the storage unit 640, and data is read or stored from the arithmetic processing unit 630 as necessary.

  Arithmetic processing unit 630 includes a shift control unit 631 that controls clutch mechanism 20 and mechanical automatic transmission 30 to perform shift control, and learning unit 632 that learns meshing completion position S (3) described above.

  When the driver operates the shift lever 604 to request a shift, the shift control unit 631 first switches the clutch mechanism 20 from the power transmission state to the power cutoff state, and moves the sleeve 310 in the gear engagement direction (axial direction X). A control signal (requested stroke signal) to be output is output to the shift actuator 500 via the output I / F 650. As a result, the shift actuator 500 moves the fork shaft so as to move the sleeve 310 to a position corresponding to the required stroke signal.

  Further, when the sleeve position S reaches the meshing completion position S (3), the speed change control unit 631 assumes that the sleeve 310 and the gear 330 are mechanically coupled and changes the clutch mechanism 20 from the power cutoff state to the power transmission state. A control signal for switching is output to the clutch mechanism 20. The meshing completion position S (3) is stored in the storage unit 640.

  The learning unit 632 includes a synchronization determination unit 633, an engagement start position calculation unit 634, an engagement completion position calculation unit 635, and an update unit 636.

  The synchronization determination unit 633 determines whether the input shaft 202 and the output shaft 204 are synchronized based on the input shaft rotation speed NIN and the output shaft rotation speed NOUT.

  The meshing start position calculation unit 634 calculates the meshing start position S (2) based on the time variation ΔS of the sleeve position S after the input shaft rotational speed NIN and the output shaft rotational speed NOUT are synchronized.

  The meshing completion position calculation unit 635 calculates a value obtained by adding a predetermined value α to the meshing start position S (2) calculated by the meshing start position calculation unit 634 as the meshing completion position S (3). This predetermined value α is set to the sum of the dimension A in the axial direction X of the chamfer surface 314 and the dimension B in the axial direction X of the chamfer surface 334 or a value based on the sum.

  The update unit 636 updates the meshing completion position S (3) stored in the storage unit 640 to the latest value. The initial value of the meshing completion position S (3) is a value set in advance based on the design dimension.

  In the present embodiment, both the shift control unit 631 and the learning unit 632 are described as functioning as software realized by the CPU that is the arithmetic processing unit 630 executing the program stored in the storage unit 640. However, it may be realized by hardware. Such a program is recorded on a storage medium and mounted on the vehicle.

  With reference to FIG. 5, a control structure of a program executed when ECU 600, which is a control device according to the present embodiment, controls clutch mechanism 20 and mechanical automatic transmission 30 to perform shift control will be described. Note that this program is repeatedly executed at a predetermined cycle time.

  In step (hereinafter, step is abbreviated as S) 100, ECU 600 determines, based on shift position SP, whether or not the driver has performed a shift operation requesting a shift. If a shift operation requesting a shift is performed (YES in S100), the process proceeds to S102. Otherwise (NO in S100), this process ends.

  In S102, ECU 600 outputs to clutch mechanism 20 a control signal for switching clutch mechanism 20 from the power transmission state to the power cutoff state.

  In S104, ECU 600 outputs a requested stroke signal to shift actuator 500 so as to execute the requested shift. The required stroke signal will be described in detail later.

  In S106, ECU 600 reads meshing completion position S (3) stored in storage unit 640.

  In S108, ECU 600 detects sleeve position S from stroke sensor 602. In S110, ECU 600 determines whether or not sleeve position S has reached meshing completion position S (3). When sleeve position S reaches engagement completion position S (3) (YES in S110), the process proceeds to S112. Otherwise (NO in S110), the process returns to S104.

  In S112, ECU 600 outputs to clutch mechanism 20 a control signal for switching clutch mechanism 20 from the power cut-off state to the power transmission state.

  FIG. 6 illustrates the relationship between the required stroke signal output from the ECU 600 to the shift actuator 500 in S104 and the sleeve position S. The request stroke signal is an example, and the present invention is not limited to this.

  When clutch mechanism 20 is switched from the power transmission state to the power cut-off state at time T (1), ECU 600 starts to increase the required stroke with a relatively steep slope. At this time, the actual stroke of the sleeve 310 (that is, the sleeve position S) also starts to rise slightly after the required stroke.

  When synchronization of input shaft 202 and output shaft 204 is started at time T (2), ECU 600 increases the required stroke with a relatively gentle gradient. At this time, the actual stroke of the sleeve 310 hardly increases until synchronization is completed. The ECU 600 determines that the synchronization between the input shaft 202 and the output shaft 204 has started when the relational expression of input shaft rotational speed NIN = speed ratio before shifting × output shaft rotational speed NOUT no longer holds.

  At time T (3), the actual stroke of the sleeve 310 becomes the synchronization position S (1) (see FIG. 3A), and when the synchronization between the input shaft 202 and the output shaft 204 is almost completed, the ECU 600 Is increased again with a steep slope until the maximum value is reached. Along with this, the actual stroke of the sleeve 310 starts to rise again. The ECU 600 determines that the synchronization between the input shaft 202 and the output shaft 204 has been completed when the relational expression of input shaft rotational speed NIN = speed ratio after shifting × output shaft rotational speed NOUT is satisfied. To do.

  Here, as shown in FIG. 6, there is a case where a phenomenon occurs in which the actual stroke of the sleeve 310 is stagnated for a moment after the time T (3) when the synchronization between the input shaft 202 and the output shaft 204 is almost completed. is there. As shown in FIG. 3B, this stagnation phenomenon occurs when the chamfer surface 314 of the sleeve 310 and the chamfer surface 334 of the gear 330 start to contact each other (the sleeve 310 moves to the meshing start position S (2)). Phenomenon).

  That is, when the sleeve 310 moves to the meshing start position S (2) in a state where the relative rotational speed difference between the sleeve 310 and the gear 330 is generated, the chamfer surface 314 of the sleeve 310 and the chamfer surface 334 of the gear 330 are This stagnation phenomenon occurs by colliding without quickly meshing.

  Note that the sleeve 310 and the gear 330 are substantially synchronized by the synchronizer ring 320 when the sleeve 310 moves to the synchronization position S (1). Therefore, while the sleeve 310 moves from the synchronization position S (1) to the meshing start position S (2), the relative rotational speed between the sleeve 310 and the gear 330 is caused by dragging torque or torsional torque of the input shaft 202 or the output shaft 204. This stagnation phenomenon is likely to occur when a difference occurs.

  The present invention uses this stagnation phenomenon to learn the engagement completion position S (3). Specifically, it is determined whether or not a stagnation phenomenon has occurred based on the time variation ΔS of the sleeve position S, and the sleeve position S when it is determined that the stagnation phenomenon has occurred is calculated as the engagement start position S (2). Then, the meshing completion position S (3) is calculated based on the calculated meshing start position S (2), the dimension A in the axial direction X of the chamfer surface 314, and the dimension B in the axial direction X of the chamfer surface 334.

  With reference to FIG. 7, a control structure of a program executed when ECU 600 serving as the control device according to the present embodiment learns engagement completion position S (3) will be described. Note that this program is repeatedly executed at a predetermined cycle time.

  In S200, ECU 600 determines whether or not the driver has performed a shift operation requesting a shift based on shift position SP. Note that this determination may be made, for example, as to whether or not the requested stroke signal itself has been output, as long as it is determined whether or not the movement of the sleeve 310 is started by outputting the requested stroke signal. . If a shift operation requesting a shift is performed (YES in S200), the process proceeds to S202. Otherwise (NO in S200), this process ends.

  In S202, ECU 600 starts monitoring sleeve position S. In S204, ECU 600 determines whether or not synchronization between input shaft 202 and output shaft 204 has been completed. For example, as described above, the ECU 600 synchronizes the input shaft 202 and the output shaft 204 when the relational expression of the input shaft rotational speed NIN = the speed ratio after the shift × the output shaft rotational speed NOUT is established. Is determined to be complete. When synchronization is complete (YES in S204), the process proceeds to S206. Otherwise (NO in S204), the process returns to S204 and waits until synchronization is completed.

  In S206, ECU 600 determines whether or not time variation ΔS of sleeve position S is smaller than a threshold value. This determination is to determine whether or not a stagnation phenomenon has occurred due to the movement of the sleeve 310 to the engagement start position S (2). If smaller than the threshold value (YES in S206), the process proceeds to S210. Otherwise (NO in S206), the process proceeds to S208.

  In S208, ECU 600 determines whether or not sleeve position S has reached sleeve movement completion position S (4). When sleeve position S reaches sleeve movement completion position S (4) (YES in S208), this process ends. Otherwise (NO in S208), the process returns to S206.

  In S210, ECU 600 calculates the sleeve position S when the time variation ΔS of the sleeve position S is smaller than the threshold value as the engagement start position S (2).

  In S212, ECU 600 calculates a value obtained by adding a predetermined value α to calculated engagement start position S (2) as engagement completion position S (3). Note that the predetermined value α is a difference in distance between the meshing start position S (2) and the meshing completion position S (3) as shown in FIG. 3, and is the maximum in the axial direction X of the chamfer surface 314. This is the sum C of the dimension A and the dimension B of the chamfer surface 334 in the axial direction X. Therefore, the predetermined value α is set to the sum C of the dimension A and the dimension B or a value based on the sum C.

  In S214, ECU 600 updates meshing completion position S (3) stored in storage unit 640 with calculated meshing completion position S (3).

  An operation of ECU 600 that is the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the driver operates the shift lever 604 to request a shift, the ECU 600 first switches the clutch mechanism 20 from the power transmission state to the power cutoff state, and when the sleeve 310 moves to the meshing completion position S (3), the sleeve 310 And the gear 330 are mechanically coupled to each other, the clutch mechanism 20 is switched from the power cutoff state to the power transmission state. Therefore, in order to quickly perform the shift control of the clutch mechanism 20 and the mechanical automatic transmission 30, it is required to accurately grasp the meshing completion position S (3).

  However, since the input shaft 202 and the output shaft 204 are already synchronized when the sleeve 310 reaches the synchronization position S (1), the engagement completion position S (3) or the engagement start position S (2) is set as follows. It is difficult to calculate based on signals such as the input shaft rotational speed NIN and the output shaft rotational speed NOUT.

  Therefore, in the past, the engagement completion position S (3) was set in advance based on the design dimensions. However, the engagement completion position S (3) was set longer in consideration of the assembly tolerances and variations of parts. It was necessary to keep. That is, the relative position between the sleeve 310 (inner peripheral tooth 312) and the gear 330 (outer peripheral tooth 332) varies depending on the solid state of the mechanical automatic transmission 30 due to the effects of component assembly tolerances and variations. Therefore, in the mechanical automatic transmission 30 in which the preset mesh completion position S (3) is shorter than the actual gear mesh completion position, the inner peripheral teeth 312 of the sleeve 310 enter between the grooves of the outer peripheral teeth 332 of the gear 330. Otherwise, the clutch mechanism 20 is switched to the power transmission state, so that there is a risk that abnormal noise may occur or parts may break down.

  In order to suppress these problems, conventionally, the meshing completion position S (3) is set to be uniformly long as described above. However, in this case, the clutch mechanism 20 is switched to the power transmission state. The timing was delayed, resulting in an increase in shift time.

  Therefore, ECU 600 according to the present embodiment, after completion of synchronization between input shaft 202 and output shaft 204 based on input shaft rotational speed NIN and output shaft rotational speed NOUT (YES in S204), sleeve 310 Whether or not the stagnation phenomenon occurs is determined by whether or not the time variation ΔS of the sleeve position S is smaller than a threshold value (S206), and the time variation ΔS of the sleeve position S becomes smaller than the threshold value. The sleeve position S is calculated as the engagement start position S (2) (S210).

  As described above, in the present embodiment, the meshing start position S (2) can be calculated based on the actually detected sleeve position S using the stagnation phenomenon of the sleeve 310. For this reason, the meshing start position S (2) is a highly accurate value in consideration of the variation of each mechanical automatic transmission 30 for each individual.

  Further, a value obtained by adding α (the sum of the dimension A in the axial direction X of the chamfer surface 314 and the dimension B in the axial direction X of the chamfer surface 334) to the meshing start position S (2) is determined as the meshing completion position S. Calculated as (3) (S210). At this time, the dimension A and the dimension B are values determined only by the design dimensions of the chamfer surface 314 and the chamfer surface 334, and there is no need to consider assembly intersections and variations of other components. Therefore, the engagement completion position S (3) can be calculated with high accuracy.

  Thus, the meshing completion position S (3) is accurately calculated for each individual of the mechanical automatic transmission 30, and the calculated meshing completion position S (3) is updated (S214).

  Based on the updated meshing completion position S (3), control is performed to switch the clutch mechanism 20 from the power cut-off state to the power transmission state (S110, S112).

  Therefore, compared with the case where the engagement completion position S (3) is set uniformly long as in the prior art, the shift time can be shortened while suppressing abnormal noise and component failure.

  As described above, the control device according to the present embodiment uses the stagnation phenomenon that occurs when the sleeve reaches the engagement start position S (2) to detect the engagement completion position S (3). It is calculated based on the output value of the stroke sensor (that is, the value taking into account the variation of each mechanical automatic transmission). Therefore, the meshing completion position S (3) can be accurately calculated for each individual mechanical automatic transmission. Thereby, it is possible to accurately grasp the completion of the shift in the transmission.

  In the present embodiment, the case where the sleeve 310 rotates in synchronization with the output shaft 204 and the gear 330 rotates in synchronization with the input shaft 202 has been described. However, the sleeve 310 synchronizes with the input shaft 202. The gear 330 may be rotated in synchronization with the output shaft 204.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. It is a figure which shows the structure of the synchromesh mechanism with which the transmission controlled by the control apparatus which concerns on embodiment of this invention was equipped. It is a figure which shows operation | movement of the synchromesh mechanism with which the transmission controlled by the control apparatus which concerns on embodiment of this invention was equipped. It is a functional block diagram of a control device concerning an embodiment of the invention. It is a flowchart (the 1) which shows the control structure of ECU which is a control apparatus which concerns on embodiment of this invention. It is a figure which shows the relationship between a request | requirement stroke signal and a sleeve position. It is a flowchart (the 2) which shows the control structure of ECU which is a control apparatus which concerns on embodiment of this invention.

Explanation of symbols

  10 engine, 12 crankshaft, 20 clutch mechanism, 30 mechanical automatic transmission, 100 transmission case, 200 gear transmission mechanism, 202 input shaft, 204 output shaft, 300 synchromesh mechanism, 310 sleeve, 312 inner peripheral teeth, 314 Chamfer surface, 316 Shifting key, 320 Synchronizer ring, 322 Outer teeth, 324 Chamfer surface, 326 Cone surface, 330 Gear, 332 Outer teeth, 334 Chamfer surface, 336 Cone surface, 400 Select actuator, 500 Shift actuator, 600 ECU, 602 Stroke sensor, 604 shift lever, 606 shift position sensor, 608 input shaft rotational speed sensor, 610 output shaft rotational speed sensor, 630 arithmetic processing unit, 631 shift control unit, 63 Learning unit, 633 synchronization determination unit, 634 start position calculation unit, 635 completed position calculation unit, 636 update unit, 640 storage unit, 620 input I / F, 650 output I / F.

Claims (14)

A vehicle control device including a transmission that automatically performs a shift by a synchromesh mechanism and an actuator that controls the synchromesh mechanism, wherein the synchromesh mechanism includes an input shaft and an output shaft of the transmission. A sleeve that rotates in synchronization with one of the shafts and meshes with a gear that rotates in synchronization with the other shaft by movement in the gearing direction by the actuator is provided,
The control device includes:
Detecting means for detecting the position of the sleeve;
Based on the amount of change per unit time of the position of the sleeve detected by the detection means, the engagement between the sleeve and the gear is completed by the movement of the sleeve in the gear engagement direction by the actuator. A calculating means for calculating the position of the sleeve as the meshing completion position;
Storage means for storing the engagement completion position calculated by the calculation means;
And a control means for performing control related to gear shifting of the vehicle based on the meshing completion position stored in the storage means. The calculation means is a first calculation means for calculating a position of the sleeve when the sleeve starts to contact the gear as a meshing start position based on the amount of change per unit time;
A second for calculating the engagement completion position based on the engagement start position calculated by the first calculation means and a value determined in advance based on the dimension of the sleeve and the dimension of the gear. The control device according to claim 1, further comprising calculation means. The end of the sleeve on the gear side is provided with a first surface that is inclined with respect to the gearing direction,
The end of the gear on the sleeve side is provided with a second surface that faces the first surface when the sleeve moves in the gearing direction,
The engagement start position is a position of the sleeve when the first surface starts to contact the second surface,
The control device according to claim 2, wherein the meshing completion position is a position of the sleeve when the contact between the first surface and the second surface is completed.   The second calculation means adds a value corresponding to the sum of the dimension of the first surface in the gearing direction and the dimension of the second surface in the gearing direction to the engagement start position. The control device according to claim 3, wherein the control device calculates the meshing completion position. The first calculation means includes
Determination means for determining whether or not the amount of change per unit time is smaller than a threshold;
And means for calculating the position of the sleeve when the determining means determines that the amount of change per unit time is smaller than the threshold value as the engagement start position. The control apparatus in any one of. The synchromesh mechanism includes a synchronizer ring that synchronizes the sleeve and the gear before the sleeve and the gear are engaged with each other.
The control device further includes synchronization determination means for determining whether or not the one axis and the other axis are synchronized,
The calculating means determines the meshing completion position based on the change amount per unit time of the position of the sleeve after the synchronization determining means determines that the one axis and the other axis are synchronized. The control device according to claim 1, wherein the control device calculates. The vehicle includes a drive source of the vehicle, and a clutch provided between the drive source and the transmission,
The control device according to claim 1, wherein the control unit controls the clutch based on the engagement completion position stored in the storage unit. A control method performed by a control unit that controls a vehicle including a transmission that automatically performs a shift by a synchromesh mechanism and an actuator that controls the synchromesh mechanism, wherein the synchromesh mechanism includes the transmission of the transmission A sleeve that rotates in synchronization with one of the input shaft and the output shaft, and that meshes with a gear that rotates in synchronization with the other shaft by movement in the gearing direction by the actuator;
The control method is:
A detecting step for detecting the position of the sleeve;
Based on the amount of change per unit time of the position of the sleeve detected in the detecting step, the engagement between the sleeve and the gear is completed by the movement of the sleeve in the gear engagement direction by the actuator. A calculation step of calculating the position of the sleeve as the engagement completion position;
A storage step of storing the engagement completion position calculated in the calculation step;
And a control step of performing control relating to shifting of the vehicle based on the meshing completion position stored in the storing step. The calculation step includes a first calculation step of calculating a position of the sleeve when the sleeve starts to contact the gear as a meshing start position based on the amount of change per unit time;
A second calculation step of calculating the meshing completion position based on the meshing start position calculated in the first calculation step and a value predetermined based on the dimension of the sleeve and the dimension of the gear. The control method of Claim 8 containing these. The end of the sleeve on the gear side is provided with a first surface that is inclined with respect to the gearing direction,
The end of the gear on the sleeve side is provided with a second surface that faces the first surface when the sleeve moves in the gearing direction,
The engagement start position is a position of the sleeve when the first surface starts to contact the second surface,
The control method according to claim 9, wherein the engagement completion position is a position of the sleeve when the contact between the first surface and the second surface is completed.   In the second calculation step, a value obtained by adding a value corresponding to the sum of the dimension in the gearing direction of the first surface and the dimension in the gearing direction of the second surface to the engagement start position is obtained. The control method according to claim 10, wherein the control is calculated as the meshing completion position. The first calculation step includes:
A determination step of determining whether the amount of change per unit time is smaller than a threshold;
The step of calculating the position of the sleeve when the amount of change per unit time is determined to be smaller than the threshold value in the determination step as the engagement start position. A control method according to the above. The synchromesh mechanism includes a synchronizer ring that synchronizes the sleeve and the gear before the sleeve and the gear are engaged with each other.
The control method further includes a synchronization determination step of determining whether or not the one axis and the other axis are synchronized,
In the calculating step, the meshing completion position is determined based on the change amount per unit time of the position of the sleeve after it is determined in the synchronization determining step that the one shaft and the other shaft are synchronized. The control method according to claim 8, wherein the control method is calculated. The vehicle includes a drive source of the vehicle, and a clutch provided between the drive source and the transmission,
The control method according to claim 8, wherein the control step controls the clutch based on the engagement completion position stored in the storage step.

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