CN101440871B - Abnormal-period automatic shift control apparatus of automated manual transmission - Google Patents

Abstract

In an abnormal-period automatic shift control apparatus of an automated manual transmission (AMT), a controller includes a first state detecting section configured to detect whether the AMT is in a first state where the AMT is thrown into a shift stage during an engine starting period, and a second state detecting section configured to detect whether the AMT is in a second state where a clutch failure that an automatic clutch, employed in the AMT for engine power transmission, remains engaged undesirably, occurs. Also provided is a neutral-range-period abnormality countermeasure section configured to inhibit a supply of working oil from an engine-drive oil pump, serving as a working medium for automatic-clutch engagement-and-disengagement control and automatic gear shifting, for preventing an automotive vehicle from beginning to move, while a selected operating range is a neutral range, under a condition where the first and second states occur simultaneously.

Description

The abnormal-period automatic shift control apparatus of automated manual transmission

Technical field

The present invention relates to a kind of automated manual transmission, wherein by automatic clutch input engine rotation, use comes from the machine oil of Engine Driven Pump as working medium, by automatically-clutch engages/is disengaged control and be used for the gear shift that the speed changer power train switches and realize required gear, and the speed that the input of motor is rotated changes according to the gear of realizing, then output has changed the rotation of speed, specifically, relate to the Automatic Shift Control during the execute exception under a kind of abnormal state that keeps not expecting to engage at automatic clutch.

Background technique

In recent years, proposed and developed various automated manual transmissions, every kind of speed changer wherein all adopts the mechanism that automatically carries out gear shift rather than carried out hand shift operation (manual clutch operation) by the driver.A this automated manual transmission is open in Japanese patent provisional publication thing No.2007-040408 (hereinafter referred to as " JP2007-040408 "), and it has transferred assignee of the present invention.In the disclosed automated manual transmission in JP2007-040408 (usually being abbreviated as " AMT "), keep not expecting the AMT system failure that engages owing to automated clutch can occur, so can not switch to the risk that engine cut-off can occur under the abnormal state in neutral position at AMT.

Under this abnormal state (that is, when automatic clutch still keeps engaging), during next time engine start, motor will start under AMT pushes the state of particular gears (specific shelves gear position).This state will be called as " during starts gear pushes state " hereinafter.Therefore, the disclosed AMT of JP2007-040408 has following defective.

Suppose that previously discussed automatic clutch not occurring keeps not expecting the AMT system failure that engages.Under this normal state (namely, the AMT system failure does not appear), even this motor of starting under the state that still pushes particular gears at AMT, automatic clutch can be released as working medium by use the machine oil of discharging from Engine Driven Pump after engine start, in addition, can jump out along AMT the direction of " during starts gear pushes state " and carry out speed change, in other words, " during starts gear pushes state " is cancelled.In this case, motor vehicle can not be run counter to driver's will and begin mobile in engine start.

On the contrary, suppose that the AMT system failure that previously discussed automatic clutch keeps engaging undesirably occurs.Under this abnormal state, (that is, there is the AMT system failure), use the machine oil of discharging from Engine Driven Pump can't carry out as the release of the automatic clutch of working medium, so automatic clutch still remains in its jointing state.Therefore, even previously discussed gear shift is carried out along the direction that " during starts gear pushes state " is cancelled, vehicle also might terminated from gear shift the time be carved into the will of running counter to the driver in the time period (for example, the of short duration moment during engine start) that AMT switched to the moment in neutral position and begin mobile.This vehicle is run counter to driver's will and is begun mobile abnormal conditions and mean following state during engine start, namely, even do not mediate (N shelves) when the driver does not want to make the AMT operating range of vehicle mobile and therefore driver's selection, the will that vehicle is still run counter to the driver begins mobile.These abnormal conditions also mean following state, namely, even when the driver want that vehicle is moved forward and therefore the AMT operating range selected of driver be to drive to advance (D shelves), vehicle still begins to move backward (that is, along with backward directions based on the opposite direction of driver's wish).Abnormal conditions also mean following state, namely, even when the driver want to make vehicle backward mobile and therefore the AMT operating range selected of driver be to retreat (R shelves), vehicle still begins to move forward (that is, along with forward direction based on the opposite direction of driver's wish).

Proposed and disclose a kind of vehicle control technique among the Japanese patent provisional publication thing No.62-122825 (hereinafter referred to as " JP62-122825 "), this technology is for the abnormal conditions of avoiding before having pointed out.According to disclosed technology among the JP62-122825, before engine start, speed changer automatically switches to the neutral position and (speaks by the book, neutral position), all gears all are disengaged, and speed changer can not transferring power, and perhaps automatic clutch is automatically discharged.In the situation that disclosed controller of vehicle among the JP62-122825 takes previous measure not expect the clutch system fault that engages with the maintenance of reply automatic clutch.Specifically, when the clutch system fault that automatic clutch keeps not expecting engaging occurring, before engine start, (speaking by the book, before engine crank rotates), speed changer automatically switches to neutral position (N shelves).

Summary of the invention

In the situation that automated manual transmission (AMT) system of formerly discussing consists of, wherein use the machine oil of Engine Driven Pump as working medium, required gear engages/is disengaged control by automatic clutch and realizes for the gear shift of switching in the speed changer power train, but, before engine start, machine oil is not discharged from Engine Driven Pump.Therefore, can not AMT automatically be switched to neutral position (N shelves) by machine oil.That is, can not take practically the maintenance of previously discussed measure reply automatic clutch not expect the clutch system fault that engages.This automatic clutch system failure will be called " do not expect keep engage automatic clutch fault " hereinafter.In order to realize previously discussed measure, drive oil pump at the motor of realizing engine oil supplying before the engine start and must be installed on the vehicle, separate with Engine Driven Pump.But this can cause the problem that system's installation time and cost increase and whole system takes up room and enlarges.

In the situation about existing for " do not expect keep engage automatic clutch fault " formerly discussed and prevent that when AMT is in " during starts gear pushes state " when piloting engine vehicle from running counter to driver's will and moving, can adopt the measure of forbidding motor self start-up function.By forbidding engine start operation, can in engine start, prevent or the wish of avoiding motor vehicle to run counter to the driver begins mobile.But, according to this measure of forbidding motor self start-up function, in the situation that " do not expect keep engage automatic clutch fault " that can not formerly discuss occurs and when AMT is in " during starts gear pushes state ", after engine cut-off, pilot engine.That is, in case taked this measure, can not reset motor so, thus so that vehicle stop move.So that forbid that the measure of engine start operation is inconvenient.

Therefore, previous described shortcoming in view of prior art, the abnormal-period automatic shift control apparatus that the purpose of this invention is to provide a kind of automated manual transmission of motor vehicle, even in order to occur in the situation of " do not expect keep engage automatic clutch fault " and when automated manual transmission is in " during starts gear pushes state " so that motor can start, also in order to can take measures to prevent vehicle in engine start, run counter to driver's wish begin mobile, the inconvenience that the wish of avoiding thus during engine start vehicle to run counter to the driver begins mobile these abnormal conditions and brings thus.

In order to realize aforementioned and other purposes of the present invention, the abnormal-period automatic shift control apparatus of automated manual transmission comprises: controller, this controller comprises: the first state-detection part, and whether described automated manual transmission is in the first state that described automated manual transmission is pushed into gear to described the first state-detection part during engine start in order to detect; Whether the second state-detection part, described the second state-detection partly are in the second state that occurs by the wrong operation of motor of not expecting for the automatic clutch maintenance of the described automated manual transmission use of transmitting engine power to engage in order to detect described automated manual transmission; Idle period is tackled part unusually, described idle period is tackled part unusually in order to stop from the engine-driving oil pump, supply with as the machine oil that engages and be disengaged the working medium of control and automaitc shfit for automatic clutch, with when selected operation shelves are neutral gear, under the state that described the first and second states occur simultaneously, prevent that motor vehicle from beginning mobile.

According to a further aspect in the invention, a kind of abnormal-period automatic shift control apparatus of automated manual transmission of motor vehicle, wherein, the rotation of motor is inputted by automatic clutch, use the machine oil of Engine Driven Pump as working medium, required gear engages and is disengaged control and realizes for the automaitc shfit of switching in the speed changer power train by automatic clutch, the described input of described motor is rotated according to the gear of realizing and change speed, then export the rotation that described speed changes, comprise: controller, this controller comprises: during starts gear pushes the state-detection part, and described during starts gear pushes state-detection part and whether is in the during starts gear that described automated manual transmission is pushed into gear and pushes state in order to detect during described engine start described automated manual transmission; Do not expect to keep the automatic clutch fault detection part that engages, describedly do not expect to keep the automatic clutch fault detection part that engages described automatic clutch whether to occur and keep not expecting the wrong operation of motor that engages in order to detect; Idle period is tackled part unusually, described idle period is unusually tackled part and is used for the working medium that automatic clutch engaged and be disengaged control and automaitc shfit in order to stop to supply with, being in described during starts gear with the during starts described automated manual transmission at described motor pushes state and occurs under the state that described automatic clutch keeps not expecting to engage, when the neutral gear that machinery type is restricted is not adopted in the rotation of the selected operation shelves described automated manual transmission transferring power that is in that no thoroughfare and transmission output shaft, prevent that described vehicle from beginning mobile.

The other objects and features of the invention are understood by following explanation with reference to the accompanying drawings.

Description of drawings

Fig. 1 is the system block diagram that the embodiment of the double clutch automated manual transmission that adopts the abnormal-period automatic shift control system is shown.

Fig. 2 is the hydraulic circuit diagram of working state of shift control of the double clutch automated manual transmission of this embodiment when order solenoid in being combined in this shift control being shown remaining on its disconnection (closing) state.

Fig. 3 is the hydraulic circuit diagram of working state of shift control of the double clutch automated manual transmission of this embodiment when order solenoid in being combined in this shift control being shown remaining on its disconnection (unlatching) state.

Fig. 4 is the flow chart that is illustrated in the abnormal-period automatic shift control program of carrying out in the automation in the shift control of the double clutch automated manual transmission that is incorporated into this embodiment in the situation of appearance " do not expect keep engage automatic clutch fault "-manually-speed changer (AMT) controller.

Fig. 5 is the modified flow figure that is illustrated in the improved abnormal-period automatic shift control program of carrying out in the situation of appearance " do not expect keep engage automatic clutch fault " in the AMT controller.

Embodiment

Referring now to accompanying drawing, especially with reference to Fig. 1, the example of this embodiment's abnormal-period automatic shift control apparatus is the so-called double clutch automated manual transmission (AMT) that adopts the speed changer power train that six forward velocity levels and reverse speed level are set.More particularly, this embodiment's AMT is contained in following speed changer power train in the case of transmission 1 in order to employing.

Moment of torsion buffer 3 is installed in the front end (left-hand side among Fig. 1) of case of transmission 1, being used for will be from the output shaft 2 of motor E (namely, crankshaft) rotation of input is sent to two clutches, namely, with odd gear (namely, First Speed level, third speed level, the 5th velocity stage and reverse speed level) related first clutch CA, and with the even number gear (namely, second speed level, the 4th velocity stage and the 6th velocity stage) related second clutch CB, and have the effect that buffering and torque vibration reduce.With the related first clutch CA of odd gear (first, the 3rd, the 5th and retreat level) and with the related second clutch CB of even number (second, the 4th and the 6th grade) in each consisted of by automatic wet-type rotation clutch.

Oil pump 4 also is arranged on the front end (left-hand side among Fig. 1) of case of transmission 1, is used for discharging machine oil as working medium so that the automated manual transmission of double clutch realization Automatic Shift Control.Oil pump 4 is connected to engine crankshaft 2 via moment of torsion buffer 3.In other words, oil pump 4 drives and is connected in motor E.Therefore, in the operation period of motor E, oil pump 4 is driven by motor E always, and to discharge machine oil as working medium, the automatic clutch that is used for the first and second clutch CA-CB engages/is disengaged control and carries out gear-change operation in the speed changer power train.

Be arranged on equally in the case of transmission 1 is two input shafts, namely, (i) the first long input shaft 5, related with odd gear (first, the 3rd, the 5th and retreat level) and extend to the rear end from the front end of case of transmission 1, (ii) shorter columnar hollow the second input shaft 6, related with even number gear (second, the 4th and the 6th grade) and extend probably to mid point from the front end of case of transmission 1.

The second input shaft 6 has the columnar hollow structure that the first input shaft 5 can insert.Front needle bearing 7 and rear needle bearing 8 placed between the interior week of the periphery of the first input shaft 5 and columnar hollow the second input shaft 6, so that realize relatively rotating between the first and second input shaft 5-6, kept simultaneously the coaxial layout of the first and second input shaft 5-6.

The front end of the first and second input shaft 5-6 is connected to the corresponding slave end of the first and second clutch CA-Cb.On the other hand, the driving side of the first and second clutch CA-CB all is connected to engine crankshaft 2 via moment of torsion buffer 3.

Adopt previously discussed layout, when first clutch CA engaged, first clutch CA allowed the rotation of motor E to input to the first input shaft 5 via moment of torsion buffer 3.Adopt similar mode, when second clutch CB engaged, second clutch CB allowed the rotation of motor E to input to the second input shaft 6 via moment of torsion buffer 3.

The second output shaft 6 is rotatably supported on the forward part next door 1a of case of transmission 1 by ball bearing 9.

The first input shaft 5 is in order to further to stretch out from the rear end of the second input shaft 6.The rear end part 5a that the first input shaft 5 stretches out is in order to pass the central partition wall 1b of case of transmission 1.The rear end part 5a that stretches out is rotatably supported on the central partition wall 1b by ball bearing 10.

Transmission output shaft 11 aligns to rear end part 5a coaxially with the first input shaft 5.Transmission output shaft 11 is rotatably supported on the aft bulkhead 1c of case of transmission 1 by bearing 12 (for example, taper roller bearing) and cod 13.Transmission output shaft 11 also is rotatably supported on the rear end part 5a of the first input shaft 5 by needle bearing 14.

Although Fig. 1 is not clearly shown that, but transmission output shaft 11 is connected to a left side and right driving wheel (not shown) via main drive shaft (not shown) and differential gear (not shown) and left and right axletree (not shown), thereby the rotation through speed change of the transmission output shaft 11 of AMT is sent to the driving wheel, to realize the movement of vehicle.

Jack shaft 15 is arranged to be parallel to each and transmission output shaft 11 of the first input shaft 5 and the second input shaft 6.Jack shaft 15 is via three roller bearings 16,17 and 18 forward part next door 1a, central partition wall 1b and aft bulkhead 1c rotatably supports by case of transmission 1.

Intermediate gear 19 integrally is rigidly connected to the rear end of jack shaft 15, and speed changer output gear 20 is installed on the transmission output shaft 11 thus.When intermediate gear 19 and output gear 20 keeps being engaged with each other when engaging, jack shaft 15 and transmission output shaft 11 are connected to each other with driving, thereby the rotation of jack shaft 15 is sent to transmission output shaft 11 through deceleration.

Be arranged on equally between the rear end part 5a of jack shaft 15 and the first input shaft 5 is a plurality of gear trains, these gear trains belong to one group of odd gear (first, the 3rd, the 5th and reverse gear), that is, First Speed gear train G1, reverse speed gear train GR and third gear group G3.As shown in Figure 1, First Speed gear train G1, reverse speed gear train GR and third gear group G3 are disposed in order with this, from the front side of the first input shaft rear end part 5a to rear side.

First Speed gear train G1 is made of First Speed input gear 21 and the First Speed output gear 22 that engages that be engaged with each other.First Speed input gear 21 is fixedly connected to the first input shaft rear end part 5a, and First Speed output gear 22 is installed on the jack shaft 15.

Reverse speed gear train GR is made of the unloaded gear 25 of reverse speed input gear 23, reverse speed output gear 24 and reverse speed.Reverse speed input gear 23 is fixedly connected to the first input shaft rear end part 5a.Reverse speed output gear 24 is installed on the jack shaft 15.The unloaded gear 25 of reverse speed engages with reverse speed input gear 23 and 24 the two engagement of reverse speed output gear.The unloaded gear 25 of reverse speed is rotatably supported on the unloaded axle 25a of reverse gear, and this axle stretches out and be arranged to be parallel to the axis of the first input shaft rear end part 5a vertically from the central partition wall 1b of case of transmission 1.

Third gear group G3 is made of third speed input gear 26 and the third speed output gear 27 that engages that be engaged with each other.Third speed input gear 26 is installed on the first input shaft rear end part 5a, and third speed output gear 27 is fixedly connected to jack shaft 15.

The first reverse gear synchromesh gear (briefly, the 1-R synchronizer) 28 in axial direction is arranged between First Speed gear train G1 and the reverse speed gear train GR, and is installed on the jack shaft 15.When the connection axle sleeve 28a of 1-R synchronizer 28 moves to the left side from neutral position shown in Figure 1, and when engaging with clutch gear 28b engagement, First Speed output gear 22 is connected to jack shaft 15 with driving, realizes shifting into thus first grade (First Speed).On the contrary, when the connection axle sleeve 28a of 1-R synchronizer 28 moves to the right side and when clutch gear 28c engagement engaged, reverse speed output gear 24 was connected to jack shaft 15 with driving from neutral position shown in Figure 1, realization switches to reverse gear thus.

The 3rd-Di five synchromesh gears (briefly, the 3-5 synchronizer) 29 in axial direction are arranged between third gear group G3 and the output gear 20, and are installed on the first input shaft rear end part 5a.When on the left of the connection axle sleeve 29a of 3-5 synchronizer 29 moves to from neutral position shown in Figure 1 and with clutch gear 29b engagement, engaging, third speed input gear 26 drives and is connected to the first input shaft 5, realizes switching to thus third gear (third speed).On the contrary, when the coupling shaft sleeve 29a of 3-5 synchronizer 29 moves to the right side and when clutch gear 29c engagement engages from neutral position shown in Figure 1, the first input shaft 5 and output gear 20 directly are connected to each other, and realize switching to thus the 5th grade (the 5th speed).

Being arranged on equally between the second input shaft 6 and the jack shaft 15 is a plurality of gear trains, and these gear trains belong to one group of even number gear (second, the 4th and the 6th grade), that is, and and the 6th speed gear train G6, second gear group G2 and four-speed degree gear train G4.As shown in Figure 1, the 6th speed gear train G6, second gear group G2 and four-speed degree gear train G4 are disposed in order according to this, from the front side of the second input shaft 6 to rear side.

The 6th speed gear train G6 is made of the 6th speed input gear 30 and the 6th speed output gear 31 that engages that be engaged with each other.The 6th speed input gear 30 is installed on the second input shaft 6, and the 6th speed output gear 31 is installed on the jack shaft 15.

Second gear group G2 is made of second speed input gear 32 and the second speed output gear 33 that engages that be engaged with each other.Second speed input gear 32 is installed on the second input shaft 6, and second speed output gear 33 is installed on the jack shaft 15.

Four-speed degree gear train G4 is made of four-speed degree input gear 34 and the four-speed degree output gear 35 that engages that be engaged with each other.Four-speed degree input gear 34 is installed on the second input shaft 6, and four-speed degree output gear 35 is installed on the jack shaft 15.

The 6th middle synchromesh gear (briefly, 6-N synchronizer) 37 is arranged in the right-hand side of the 6th speed gear train G6 and is installed on the jack shaft 15.When on the left of the connection axle sleeve 37a of 6-N synchronizer 37 moves to from neutral position shown in Figure 1 and with clutch gear 37b engagement, engaging, the 6th speed output gear 31 is connected to jack shaft 15 with driving, realizes switching to thus the 6th grade (the 6th speed).

Second-Di, four synchromesh gears (briefly, 2-4 synchronizer) 38 in axial direction are arranged between second gear group G2 and the four-speed degree gear train G4 and are installed on the jack shaft 15.When engaging on the left of the connection axle sleeve 38a of 2-4 synchronizer 38 moves to from neutral position shown in Figure 1 and with clutch gear 38b engagement, second speed output gear 33 drives and is connected to jack shaft 15, realizes switching to thus second gear (second speed).On the contrary, when the connection axle sleeve 38a of 2-4 synchronizer 38 moves to the right side and when clutch gear 38c engagement engages from neutral position shown in Figure 1, four-speed degree output gear 35 is connected to jack shaft 15 with driving, realizes switching to thus fourth speed (four-speed degree).

The detailed content of the shift control of double clutch automated manual transmission (AMT) hereinafter will be described, specifically, hereinafter will explain the operation automatic clutch joint/conjugate control of the first and second clutch CA-CB and each synchronizer 28,29,37 and 38 shift control.

Operate each synchronizer 28,29,37 and 38 shift control comprises 3-5 reverse shift fork 41,1-R reverse shift fork 42,6-N reverse shift fork 43,2-4 reverse shift fork 44 and actuating unit 45.3-5 reverse shift fork 41 is fitted into the annular reverse shift fork groove in the periphery that connects axle sleeve 29a, to carry out gear shift by 3-5 synchronizer 29.1-R reverse shift fork 42 is fitted in the annular reverse shift fork groove in the periphery that connects axle sleeve 28a, to carry out gear shift by 1-R synchronizer 28.6-N reverse shift fork 43 is fitted into the annular reverse shift fork groove in the periphery that connects axle sleeve 37a, to carry out gear shift by 6-N synchronizer 37.2-4 reverse shift fork 44 is fitted into the annular reverse shift fork groove in the periphery that connects axle sleeve 38a, to carry out gear shift by 2-4 synchronizer 38.Actuating unit 45 is arranged to produce the stroke of each required reverse shift fork 41-44 of gear shift.

The control system that the automatic clutch that operates the first and second clutch CA-CB engaged/be disengaged control comprises clutch fluid die block 46.The joint of the joint of first clutch CA/be disengaged and second clutch CB/be disengaged is controlled to be the respective clutch pilot pressure that produces in response to from clutch fluid die block 46.The operation of clutch fluid die block 46 and actuating unit 45 is controlled (as mentioned below) by public automated manual transmission (AMT) controller 47.

3-5 reverse shift fork 41 is fixedly connected to the first shift level 48, so that carry out gear shift by 3-5 synchronizer 29, and the first shift level 48 moves a stroke (the first shift level 48 moves along the slip of its longitudinal direction).Reason for this reason, the two ends of the first shift level 48 are by forward part next door 1a and the vertically slidably supporting of central partition wall 1b of case of transmission 1.Equally, 3-5 gear shift support 49 at one end is connected to the first shift level 48 regularly.Other ends of 3-5 gear shift support 49 loosely are fitted into the shaft portion that the spool of the groove of 3-5 gear shifting actuator 50 connects.Therefore, 3-5 reverse shift fork 41 can according to the slip of the spool of 3-5 gear shifting actuator 50 move and from neutral position shown in Figure 1 left (in order to realize switching to third gear) or to the right (in order to realize switching to the 5th grade) mobile.

1-R reverse shift fork 42 is installed in and is arranged to be parallel on the second shift level 51 of the first shift level 48, so that 1-R reverse shift fork 42 can move with respect to the second shift level 51.The two ends of the second shift level 51 are fixedly connected to forward part next door 1a and the central partition wall 1b of case of transmission 1.1-R reverse shift fork 42 forms integral body with 1-R gear shift support column-hollow space 42a and 1-R gear shift rack rod part 42b.1-R gear shift support column hollow space 42a is assembled on the second shift level 51 slidably.The end of 1-R gear shift rack rod part 42b is fixed to the periphery of 1-R gear shift support column-hollow space 42a, and other ends of 1-R gear shift rack rod part 42b loosely are fitted into the shaft portion that the spool of the groove of 1-R gear shifting actuator 52 connects.Therefore, 1-R reverse shift fork 42 can according to the slip movement of the spool of 1-R gear shifting actuator 52 from neutral position shown in Figure 1 left (in order to realize switching to first) or to the right (in order to realize switching to backward) mobile.

6-N reverse shift fork 43 is installed on the second shift level 51, and its two ends are fixedly connected to forward part next door 1a and the central partition wall 1b of case of transmission 1, so that 6-N reverse shift fork 43 can be with respect to the movement of sliding of the second shift level 51.6-N reverse shift fork 43 forms integral body with 6-N gear shift support column-hollow space 43a and 6-N gear shift rack rod part 43b.6-N gear shift support column-hollow space 43a is assembled on the second shift level 51 slidably.The end of 6-N gear shift rack rod part 43b is fixed to the periphery of 6-N gear shift support column-hollow space 43a, and other ends of 6-N gear shift rack rod part 43b loosely are fitted in the shaft portion that the spool of the groove of 6-N gear shifting actuator 53 connects.Therefore, 6-N reverse shift fork 43 can move and (in order to realize switching to the 6th) movement from neutral position shown in Figure 1 left according to the slip of 6-N gear shifting actuator 53.

2-4 reverse shift fork 44 is installed on the second shift level 51, and its two ends are fixedly connected to forward part next door 1a and the central partition wall 1b of case of transmission 1, so that 2-4 reverse shift fork 44 can be with respect to the movement of sliding of the second shift level 51.2-4 reverse shift fork 44 forms integral body with 2-4 gear shift support column-hollow space 44a and 2-4 gear shift rack rod part 44b.2-4 gear shift support column-hollow space 44a is assembled on the second shift level 51 slidably.The end of 2-4 gear shift rack rod part 44b is fixed to the periphery of 2-4 gear shift support column-hollow space 44a, and other ends of 2-4 gear shift rack rod part 44b loosely are fitted into the shaft portion that the spool of the groove of 2-4 gear shifting actuator 54 connects.Therefore, 2-4 reverse shift fork 44 can according to the slip of the spool of 2-4 gear shifting actuator 54 move and from neutral position shown in Figure 1 left (in order to realize switching to second gear) or to the right (in order to realize switching to fourth speed) mobile.

Actuating unit 45 is installed in case of transmission 1 and comprises 3-5 gear shifting actuator 50,1-R gear shifting actuator 52,6-N gear shifting actuator 53 and 2-4 gear shifting actuator 54, and they all form whole each other.

Actuating unit 45 also is provided with 3-5 gear position sensor 55 for 3-5 gear shifting actuator 50, be used for the 1-R gear position sensor 56 of 1-R gear shifting actuator 52, be used for 6-N gear shifting actuator 53 6-N gear position sensor 57, be used for 2-4 gear position sensor and the actuator hydraulic module 59 of 2-4 gear shifting actuator 54.

Actuator hydraulic module 59 uses the adjutage linear pressure PL that is produced by clutch fluid die block 46 as initial pressure in order to produce even number gear pressure P e and odd gear pressure P o simultaneously.Actuator hydraulic module 59 also in order to the actuator working pressure is supplied to corresponding to the relevant gear shift pressure line of the gear shifting actuator of gear to be achieved.

Clutch fluid die block 46 is adjusted to predetermined line pressure PL in order to the fluid pressure of the machine oil that will discharge from engine-driving oil pump 4.Clutch fluid die block 46 is also in order to producing the Clutch Control pressure of second clutch CB to be supplied to according to the even number gear pressure P e of actuator hydraulic module 59, and produces the Clutch Control pressure of first clutch CA to be supplied to according to the odd gear pressure P o of actuator hydraulic module 59.

AMT controller 47 is applied to each solenoidal gear control command (realize required gear and need) of actuator hydraulic module 59 in order to generation.AMT controller 47 also is applied to each solenoidal clutch-Engagement Control order (comprising pipeline-pressure control command) of clutch fluid die block 46 in order to generation.

For above-mentioned reason, the input interface circuit of AMT controller 47 receives the input message from various engine/vehicle sensors and switch, namely, vehicle speed sensor, accelerator open degree sensor (throttle position switch), gear position sensor and other sensors are (for example, 3-5 gear position sensor 55,1-R gear position sensor 56,6-N gear position sensor 57,2-4 gear position sensor 58, even number gear clutch pressure transducer 83 (hereinafter described), odd gear clutch pressure sensor 84 (hereinafter described) etc.) and switch (for example, ignition switch etc.).Vehicle speed sensor produces the signal of the expression speed of a motor vehicle.Accelerator open degree sensor produces the signal of expression gas pedal volume under pressure.Gear position sensor produces the signal of the selected gear (perhaps the driver of AMT is intended to gear) of expression driver, its driving situation according to vehicle is manually selected by the driver, such as park (P shelves), reverse gear (for the R shelves that travel backward), neutral gear (the N shelves that are used for parking), driving shelves (for D shelves to overtake) etc.AMT controller 47 generally includes micro computer.AMT controller 47 comprises input/output interface (I/O), internal memory (RAM, ROM) and microprocessor or central processing unit (CPU).The input/output interface of AMT controller 47 (I/O) receives the input message of before having pointed out of engine/vehicle sensor and switch.In AMT controller 47, central processing unit (CPU) allows by the input message data-signal of I/O interface accessing from previously discussed engine/vehicle switch and sensor.The CPU of AMT controller 47 is used for carrying and is kept at the predetermined control program of internal memory and can carries out necessary mathematics and logical operation, comprises automatic clutch control and management process and gear shift control and management process.Result of calculation (mathematical computations result), namely, calculate the output signal of gained (namely, realize required gear and comprise the required gear control command of clutch Engagement Control order of line pressure control command) be sent to output stage via the output interface circuit of AMT controller 47, that is, the solenoid of the solenoid of actuator hydraulic module 59 and clutch fluid die block 46.

Referring now to Fig. 2-3, the detailed structure of actuator hydraulic module 59 and clutch fluid die block 46 is shown.Fig. 2 is the hydraulic circuit diagram of the order solenoid 75 of explanation in being incorporated into actuator hydraulic module 59 working state of actuator hydraulic module 59 and clutch fluid die block 46 when remaining on disconnection (closing) state.On the contrary, Fig. 3 is the hydraulic circuit diagram of explanation working state of actuator hydraulic module 59 and clutch fluid die block 46 when sequentially solenoid 75 remains in connection (unlatching) state.

Shown in Fig. 2-3, actuator hydraulic module 59 has for four gear shifting actuators 50,52,53 and 54 each Double-hydraulic pipeline system, specifically is total up to eight hydraulic lines 61,62,63,64,65,66,67 and 68.That is, actuator hydraulic module 59 is in order to by four actuator solenoid 71,72,73 and 74 and only have an order solenoid 75 to revise or change the actuator underground of the opening and closing state of eight underground 61-68.

In these hydraulic lines 61-68, hydraulic line 61 is corresponding to third speed pressure hydraulic line.Hydraulic line 62 is corresponding to the 5th velocity pressure hydraulic line, hydraulic line 63 is corresponding to First Speed pressure hydraulic line, hydraulic line 64 is corresponding to reverse speed pressure hydraulic line, hydraulic line 65 is corresponding to second speed pressure hydraulic line, hydraulic line 66 is corresponding to four-speed degree pressure hydraulic line, hydraulic line 67 is corresponding to the 6th velocity pressure hydraulic line, and hydraulic line 68 is corresponding to the intermediate pressure hydraulic line.

In four actuator solenoid 71-74, each of the first and second actuator solenoid 71-72 comprises that the output of the even number gear pressure P e that determines one group of even number gear (second, the 4th and the 6th grade) exists or non-existent on-off solenoid.On the other hand, each of the third and fourth actuator solenoid 73-74 comprises that the output of the odd gear pressure P o that determines one group of odd gear (first, the 3rd, the 5th and to rear class) exists or non-existent on-off solenoid.

Single order solenoid 75 has spool 76.When the order solenoid disconnects (closing), spool 76 remains on initial valve element position shown in Figure 2 (that is the valve element position that, is not activated).When spool 76 remains on initial position (referring to Fig. 2), can realize comprising the low gear of First Speed level and reverse speed level, more particularly, First Speed, second speed, four-speed degree and reverse speed level.

On the contrary, when the order solenoid was connected (unlatching), spool 76 remained in activation valve element position shown in Figure 3.When spool 76 remains on active position (referring to Fig. 3), can realize high-speed gear, that is, and third speed, the 5th speed and the 6th speed stage.

Actuator hydraulic module 59 also comprises even number gear pressure solenoid 77 and odd gear pressure solenoid 78.Even number gear pressure solenoid 77 is in order to produce each the even number gear pressure P e that waits to be supplied among the first and second actuator solenoid 71-72.Odd gear pressure solenoid 78 is in order to produce each the odd gear pressure P o that waits to be supplied among the third and fourth actuator solenoid 73-74.In the embodiment shown, even number gear pressure solenoid 77 comprises the pressure-releasing electromagnetic valve (VBS) of continuous variable, and it is in order to control continuously or change even number gear pressure P e.Adopt similar mode, odd gear pressure solenoid 78 comprises the pressure-releasing electromagnetic valve (VBS) of continuous variable, and it is in order to control continuously or change odd gear pressure P o.

Clutch fluid die block 46 has line pressure solenoid (not shown), and the fluid pressure of the machine oil that it will be discharged from engine-driving oil pump 4 is adjusted to predetermined line pressure PL.Clutch fluid die block 46 has Clutch Control pressure solenoid 81, in order to produce the even number gear clutch pilot pressure of second clutch CB to be supplied to according to the even number gear pressure P e of actuator hydraulic module 59.Equally, clutch fluid die block 46 has Clutch Control pressure solenoid 82, produces the odd gear Clutch Control pressure of first clutch CA to be supplied in order to the odd gear pressure P o according to actuator hydraulic module 59.

In addition, clutch fluid die block 46 has the even number gear clutch pressure transducer 83 for detection of the even number gear clutch pilot pressure that is supplied to second clutch CB, and the odd gear clutch pressure sensor 84 that detects the odd gear Clutch Control pressure of first clutch CA to be supplied to.In the embodiment shown, Clutch Control pressure solenoid 81 comprises continuous variable power solenoid valve (VFS), and it is in order to control continuously or change even number gear clutch pilot pressure.Adopt similar mode, Clutch Control pressure solenoid 82 comprises the power solenoid valve (VFS) of continuous variable, and it is in order to control continuously or change odd gear Clutch Control pressure.

The automaitc shfit (automaitc shfit) of this embodiment's double clutch automated manual transmission realizes by the AMT controller 47 of Fig. 1, and is as described below.

[automaitc shfit]

When the driver selects neutral position (N shelves) or stop (P shelves) because do not produce even number gear clutch pilot pressure or odd gear Clutch Control pressure, so the first and second clutch CA-CB the two all be released.In addition, 3-5 gear shifting actuator 50,1-R gear shifting actuator 52,6-N speed change clutch 53 and 2-4 gear shifting actuator 54 all remain on neutral position shown in Figure 1, and actuator solenoid 71-74 disconnects.

When gear shifting actuator 50,52,53 and 54 remained on the intermediate position, the connection axle sleeve 38a of the connection axle sleeve 29a of the connection axle sleeve 28 of 1-R synchronizer 28,3-5 synchronizer 29, the connection axle sleeve 37a of 6-N synchronizer 37 and 2-4 synchronizer 38 remained on neutral position shown in Figure 1.

Therefore, this embodiment's double-clutch AMT remains on the intermediateness of forbidding the AMT transferring power.

Therefore, when selecting N or P shelves, the two is released double clutch CA-CB, and double-clutch AMT is so that the rotation of motor E can not be sent to transmission output shaft 11.

In addition, when selecting the P shelves, the residing state of AMT is that the rotation of transmission output shaft 11 mechanically is restricted by the locking latch that stops.On the other hand, when selecting the N shelves, the residing state of AMT is that the rotation of transmission output shaft 11 mechanically is not restricted, and adopts with selecting power and can be sent to by the transmission output shaft 11 of AMT the identical mode of shelves (D or R shelves) of travelling of driving wheel.Each of N and P shelves is that power can't be sent to by the transmission output shaft 11 of AMT the non-shelves that travel that drive wheel.

In the situation of shelves (D or R shelves) or manual (=undertaken by the driver manual shift mode) of selecting to travel, identical mode (D or R shelves) or manual mode (=driver's manual switchover pattern), Automatic Shift Control is carried out according to following step basically.

(First Speed)

When realizing First Speed level position, order solenoid 75 disconnects (closing), so spool 76 remains in its initial valve element position (that is, the valve element position that is not activated), as shown in Figure 2.On the other hand, actuator solenoid 74 is connected (unlatching) thereby odd gear pressure P o is supplied to 1-R gear shifting actuator 52, so 1-R gear shifting actuator 52 moves to left side (referring to Fig. 1).The connection axle sleeve 28a of 1-R synchronizer 28 moves to the left side from neutral position shown in Figure 1, so 22 drivings of First Speed output gear are connected to jack shaft 15.After this, first clutch CA uses the pressure accumulated control of the odd gear Clutch Control pressure that odd gear pressure P o produces and regulate as initial pressure, by Clutch Control pressure solenoid 82 to engage.Therefore, first clutch CA allows the rotation of motor E to be sent to the first input shaft 5.Power flows through the first input shaft 5, First Speed gear train G1, jack shaft 15 and output gear wheels (intermediate gear 19+ output gear 20) from motor E and arrives transmission output shaft 11.Adopt this mode, can realize that AMT has switched to the state of First Speed level position.

(second speed)

When making progress the mode of gear shift when switching to second gear from first grade with 1-2, pushed at AMT under the state of First Speed level position, actuator solenoid 72 is connected (unlatching) so that even number gear pressure P e is supplied to 2-4 gear shifting actuator 54.Therefore, 2-4 gear shifting actuator 54 moves to left side (referring to Fig. 1).The connection axle sleeve 38a of 2-4 synchronizer 38 moves to the left side from neutral position shown in Figure 1, so second speed output gear 33 is connected to jack shaft 15 with driving.After this, the odd gear Clutch Control pressure that is supplied to first clutch CA reduces to discharge first clutch CA by Clutch Control pressure solenoid 82.Simultaneously, second clutch CB uses the pressure accumulated control of the even number gear clutch pilot pressure that even number gear pressure P e produces and regulate as initial pressure, by Clutch Control pressure solenoid 81 to engage.That is to say, the clutch jointing state switches to second clutch CB (in other words, clutch is disengaged state and switches to first clutch CA from second clutch CB) from first clutch CA, and realizes thus the upwards gear shift of 1-2.Therefore, second clutch CB allows the rotation of motor E to be sent to the second input shaft 6.Power flows through the second input shaft 6, second gear group G2, jack shaft 15 and output gear wheels (intermediate gear 19+ output gear 20) from motor E and arrives transmission output shaft 11.Adopt this mode, can realize that AMT has switched to the state of second gear position.In addition, the 1-2 that just formerly discusses makes progress after the gear-change operation, actuator solenoid 73 is connected (unlatchings) so that odd gear pressure P o is supplied to 1-R gear shifting actuator 52, thus so that 1-R gear shifting actuator 52 from the First Speed level realize position (shifting into the position of the 1-R gear shifting actuator 52 of First Speed after just having finished) be back to neutral position shown in Figure 1 and so that First Speed output gear 22 from jack shaft 15 disconnections.

(third speed)

When making progress the mode of gear shift when switching to third gear from second gear with 2-3, order solenoid 75 is connected (unlatching), so spool 76 remains on activation valve element position shown in Figure 3.Actuator solenoid 74 is also connected (unlatching) so that odd gear pressure P o is supplied to 3-5 gear shifting actuator 50, so 3-5 gear shifting actuator 50 moves to left side (referring to Fig. 1).The connection axle sleeve 29a of 3-5 synchronizer 29 moves to the left side from neutral position shown in Figure 1, third speed output gear 26 is connected to the first input shaft 5 with driving thus.After this, the even number gear clutch pilot pressure that is supplied to second clutch CB reduces to discharge second clutch CB by Clutch Control pressure solenoid 81.Simultaneously, first clutch CA uses the pressure accumulated control of the odd gear Clutch Control pressure that odd gear pressure P o produces and regulate as initial pressure, by Clutch Control pressure solenoid 82 to engage.That is to say, the clutch jointing state switches to first clutch CA (in other words, clutch is disengaged state and switches to second clutch CB from first clutch CA) from second clutch CB, realizes thus the upwards gear shift of 2-3.Therefore, first clutch CA is so that the rotation of motor E can be sent to the first input shaft 5.Power flows through the first input shaft 5, third gear group G3, jack shaft 15 and output gear wheels (intermediate gear 19+ output gear 20) to transmission output shaft 11 from motor E.Adopt this mode, can realize that AMT has switched to the state of third gear position.

(four-speed degree)

When making progress the mode of gear shift during to fourth speed from third gear with 3-4, order solenoid 75 disconnects (closing), and spool 76 remains on the valve element position that is not activated shown in Figure 2 thus.Actuator solenoid 71 is connected (unlatching) so that even number gear pressure P e is supplied to 2-4 gear shifting actuator 54, and 2-4 gear shifting actuator 54 moves to right side (referring to Fig. 1) thus.Keep the axle sleeve 38a that connects of the 2-4 synchronizer 38 of the outer indented joint on the clutch gear 38b with second speed output gear 33 to move to right side (referring to Fig. 1) carrying out make progress its internal tooth after the gear shift of 1-2, be connected to 35 drivings of four-speed degree output gear thus jack shaft 15.After this, the odd level Clutch Control pressure that is supplied to first clutch CA reduces to discharge first clutch CA by Clutch Control pressure solenoid 72.Simultaneously, second clutch CB utilizes the pressure accumulated control of the even number gear clutch pilot pressure of regulating by Clutch Control pressure solenoid 81 to engage.That is to say, the clutch jointing state switches to second clutch CB (in other words, clutch is disengaged state and switches to first clutch CA from second clutch CB) from first clutch CA, realizes thus the 3-4 gear shift that makes progress.Therefore, second clutch CB is so that the rotation of motor E is sent to the second input shaft 6.Power flows through the second input shaft 6, four-speed degree gear train G4, jack shaft 15 and output gear wheels (intermediate gear 19+ output gear 20) to transmission output shaft 11 from motor E.Adopt this mode, can realize that AMT has pushed the state of four-speed degree gear position.

(the 5th speed)

When making progress the mode of gear shift when shifting into the 5th grade from fourth speed with 4-5, order solenoid 75 connect (unlatching) and thus spool 76 remain on activation valve element position shown in Figure 3.Actuator solenoid 73 is connected (unlatching) so that odd level pressure P o is supplied to 3-5 gear shifting actuator 50, and 3-5 gear shifting actuator 50 moves to right side (referring to Fig. 1) thus.Keep the axle sleeve 29a that connects of the 3-5 synchronizer 29 of the outer indented joint on the clutch gear 29b with third speed output gear 26 to move to right side (referring to Fig. 1) carrying out make progress its internal tooth after the gear shift of 2-3, the first input shaft 5 directly is connected to transmission output shaft 11 thus.After this, the even number gear clutch pilot pressure that is supplied to second clutch CB reduces to discharge second clutch CB by clutch pressure solenoid 81.Simultaneously, first clutch CA utilizes the pressure accumulated control of the odd level Clutch Control pressure of regulating by Clutch Control pressure solenoid 82 to engage.That is to say, the clutch jointing state switches to first clutch CA (in other words, clutch is disengaged state and switches to second clutch CB from first clutch CA) from second clutch CB, realizes thus the 4-5 gear shift that makes progress.Therefore, first clutch CA allows the rotation of motor E to be sent to the first input shaft 5.Power flowed the connection axle sleeve 29a of the first input shaft 5 and 3-5 synchronizer 29 to transmission output shaft 11 from motor E.Adopt this mode, can realize that AMT has been pushed into gear ratio and has been the state of the 5th velocity stage position of " 1 ".

(the 6th speed)

When making progress the mode of gear shift when shifting into the 6th grade from the 5th grade with 5-6, order solenoid 75 connect (unlatchings) also thus spool 76 remain on activation valve element position shown in Figure 3.Actuator solenoid 72 is connected (unlatching) so that even number gear pressure P e is supplied to 6-N gear shifting actuator 53, and 6-N gear shifting actuator 53 moves to the left side from neutral position shown in Figure 1 thus.The connection axle sleeve 37a of 6-N synchronizer 37 moves to the left side from neutral position shown in Figure 1, the 6th speed output gear 31 is connected to jack shaft 15 with driving thus.After this, the odd gear Clutch Control pressure that is supplied to first clutch CA reduces to discharge first clutch CA by Clutch Control pressure solenoid 82.Simultaneously, second clutch CB utilizes the pressure accumulated control of the even number gear clutch pilot pressure of regulating by Clutch Control pressure solenoid 81 to engage.That is to say, the clutch jointing state switches to second clutch CB (in other words, clutch is disengaged state and switches to first clutch CA from second clutch CB) from first clutch CA, realizes thus the upwards gear shift of 5-6.Thus, second clutch CB allows the rotation of motor E to be sent to the second input shaft 6.Power flows through the second input shaft 6, the 6th speed gear train G6, jack shaft 15 and output gear wheels (intermediate gear 19+ output gear 20) to transmission output shaft 11 from motor E.Adopt this mode, can realize that AMT has pushed the state of the 6th speed gear position.In addition, the 5-6 that just formerly discusses makes progress after the gear-change operation, actuator solenoid 74 is connected (unlatching) so that odd gear pressure P o is supplied to 3-5 gear shifting actuator 50, thus so that 3-5 gear shifting actuator 50 realizes that from the 5th velocity stage position (in the make progress position of the 3-5 gear shifting actuator 50 of gear shift after just having finished of 4-5) is back to neutral position shown in Figure 1, so that the rearward end 5a of output gear 20 and the first input shaft 5 disconnection.

The example of previously discussed Automatic Shift Control be from the first gear automatically upwards gear shift through second, third, the 4th and the 5th gear to the six gears, order is as mentioned above.Can carry out automatically gear shift downwards according to the Automatic Shift Control program opposite with aforesaid upwards gear shift, cross the 5th, the 4th, the 3rd and second gear to the first gear from the downward gear shift of the 6th gear.

(reverse speed gear)

When the driver has wanted to make vehicle travel backwards and AMT to switch to backward (R shelves), order solenoid 75 disconnect (closing) and thus spool 76 remain on the valve element position that is not activated shown in Figure 2.Actuator solenoid 73 is connected (unlatching) thereby odd gear pressure P o is supplied to 1-R gear shifting actuator 52, and 1-R gear shifting actuator 52 moves to right side (referring to Fig. 1) thus.The connection axle sleeve 28a of 1-R synchronizer 28 moves to the right side from neutral position shown in Figure 1, and reverse speed output gear 24 is connected to jack shaft 15 with driving thus.After this, first clutch CA uses the pressure accumulated control of the odd gear Clutch Control pressure that odd gear pressure P o produces and regulate as initial pressure, by the Clutch Control pressure solenoid to engage.Therefore, first clutch CA allows the rotation of motor E to be sent to the first input shaft 5.Power flows through the first input shaft 5, reverse speed gear train GR, jack shaft 15 and output gear wheels (intermediate gear 19+ output gear 20) to transmission output shaft 11 from motor E.Adopt this mode, can realize that AMT has switched to the state of reverse speed gear position.

[control action of clutch between anomalistic period]

For example, suppose the fault of the fault that the Clutch Control pressure solenoid 82 relevant with first clutch CA occur or the clutch control of being correlated with first clutch CA, therefore odd level Clutch Control pressure continues to be supplied to first clutch CA, and first clutch CA keeps engaging undesirably thus.In the embodiment shown, since the Clutch Control pressure sustainable supply that Clutch Control pressure solenoid fault or clutch control fault cause to clutch (first clutch CA or second clutch CB) and thus clutch keep not expecting that the abnormal state that engages is defined as or is called " do not expect keep engage automatic clutch fault ".Control action between the anomalistic period that the shift controller of this embodiment's AMT was carried out when the below will describe appearance " do not expect keep engage automatic clutch fault " in detail.

Suppose, during Vehicle Driving Cycle and AMT switch to specific odd number gear shift steps, owing to fault among the first clutch CA related with odd gear appears in the fault in the associated clutch pilot pressure solenoid or the fault in the associated clutch control system.In this case, normally, because AMT is not because " expect keep engage automatic clutch fault " and can not switch to neutral position (N shelves), so the risk of engine cut-off can occur.

Under this abnormal state, during next engine start, motor will start under AMT keeps pushing the state of specific odd gear.Here, traditional AMT can be subject to the impact of following factor.

For example, under normal state, namely, do not have to occur " do not expect keep engage automatic clutch fault ", even when piloting engine under the state that keeps pushing specific odd gear at AMT, Clutch Control pressure solenoid 82 also can be controlled does not supply with odd gear pressure P o that the machine oil (as working medium) of discharging according to the engine-driving oil pump 4 after the just starting of motor produces as Clutch Control pressure.That is, under normal state, by the Clutch Control pressure solenoid 82 related with first clutch CA, odd gear Clutch Control pressure can remain zero, and thus, first clutch CA can be kept discharging continuously.On the other hand, among the actuator solenoid 73-74 any one connected in response to the control command signal of AMT controller 47, so that gear shift is carried out along the direction that AMT leaves " during starts gear pushes state ", in other words, by applying the odd gear pressure P o that supplies with through the conducting actuator solenoid (73 or 74) related with the odd gear that is pushed into, cancellation " during starts gear pushes state ".Beginning to the time period of finishing gear shift from the gear shift of before having pointed out that is used for cancellation " during starts gear pushes state ", under normal state, first clutch CA is kept discharging owing to the zero odd gear Clutch Control pressure that produces from Clutch Control pressure solenoid 82 continuously, does not have thus power to be sent to the driving wheel by AMT.Therefore, the wish that vehicle is run counter to the driver when engine start not occurring begins mobile abnormal conditions, even select the N shelves when piloting engine E as the driver.

The ground of comparing, under abnormal state, namely, when " do not expect keep engage automatic clutch fault " that occur that the first clutch CA related with odd gear keep not expecting engaging, the machine oil (as working medium) of having discharged from engine-driving oil pump 4 after just having started according to motor produces odd gear pressure P o.At this moment, because the fault clutch control, Clutch Control pressure solenoid 82 trends towards undesirably the odd gear pressure P o that produces being directed to first clutch CA as Clutch Control pressure.Just at motor before the vehicle stop status triggering, usually, first clutch CA must keep discharging.But, by because " do not expect keep engage automatic clutch fault " and be directed to undesirably the odd gear pressure P o of first clutch CA, in other words, because odd gear Clutch Control pressure is supplied to first clutch CA continuously from Clutch Control pressure solenoid 82, first clutch still remains on jointing state.On the other hand, among the actuator clutch 73-74 any one connected in response to the control command signal of AMT controller 47, so that carry out gear shift by applying the odd gear pressure P o that supplies with through the actuator solenoid (73 or 74) of the connection related with the odd gear that is pushed into along the direction of cancellation " during starts gear pushes state ".Beginning to the time period of finishing gear shift from the gear shift of before having pointed out that is used for cancellation " during starts gear pushes state ", under unusual normal state (because " do not expect keep engage automatic clutch fault "), first clutch CA keeps engaging continuously, thus so that power is sent to the driving wheel by AMT.Therefore, in engine start, vehicle may run counter to driver's wish and begin mobile, even select the N shelves when piloting engine E as the driver.

[the unusual measure of reply automatic clutch of being carried out by embodiment's shift control]

For fear of previously discussed abnormal conditions, namely, in order to prevent that in engine start vehicle from running counter to driver's wish and beginning mobilely, in this embodiment's shift control, AMT controller 47 is carried out the abnormal-period automatic shift control that the flow chart that sees below Fig. 4 describes in detail.

In case the driver opens ignition switch when piloting engine E, then gear shift control program between the anomalistic period of execution graph 4.The time point that the gear shift control program has stopped between the anomalistic period of Fig. 5, the start-up function of motor E are also finished (referring to step S113, S123, S213, S223 and S233), as described later.

At step S110, just opening (ON position) in ignition switch carries out afterwards, in other words, when motor begins to start, check to determine whether " do not expect keep engage automatic clutch fault " that occur that previously discussed first clutch CA or second clutch keep not expecting engaging.Simultaneously, check to judge according to four gear position sensor 55-58 whether AMT have switched to particular gears, and in other words, whether AMT is in " during starts gear pushes state ", even at the early stage of engine start.Therefore, step S110 as the automatic clutch Fail detecting apparatus of not expecting to keep to engage (perhaps do not expect keep engage automatic clutch fault detection part) and during starts gear push condition checkout gear (perhaps during starts gear pushes the state-detection part).

When the response of step S110 is certainty (being), namely, " do not expect keep engage automatic clutch fault " appears and when even early stage, AMT in engine start are in " during starts gear pushes state ", even AMT controller 47 is judged the possibility that the wish that exists during engine start vehicle to run counter to the driver begins movement.Therefore, even the wish of running counter to the driver for fear of vehicle during engine start begins mobile this abnormal conditions, control program advances to step S111 from step S110, then advances to step subsequently.

At step S111, check whether during engine start, select the N shelves according to the signal determining from gear position sensor.

Under the normal state of AMT control system, when selecting the N shelves, the intermediateness of AMT transferring power that AMT shifts into that no thoroughfare, but the rotation of transmission output shaft 11 is not mechanically limited by the locking latch that stops.

When the response of step S111 is certainty (being), that is, when selected operating range was in the N shelves during AMT controller 47 is judged engine start, program advanced to step S112 from step S111.

At step S112, odd gear pressure solenoid 78 and even number gear pressure solenoid 77 all disconnect

(closing).After step S112, step S113 begins.

At step S113, ignition switch is rotated through ON (enable possition) and is arrived START (starting position), with the E that pilots engine.After motor E had started, the driver unclamped ignition switch (that is, ignition key), and then ignition switch is back to ON from START oneself, so that motor E remains in operation.

After motor E had started, engine-driving oil pump 4 was discharged machine oil, so the AMT control system can be with carrying out automaitc shfit (Automatic Shift Control) from the machine oil of Engine Driven Pump discharging as working medium.

As mentioned above, by step S112, the two is disconnected (closing) odd gear pressure solenoid 78 and even number gear pressure solenoid 77, therefore, can not produce odd gear pressure P o by odd gear pressure solenoid 78, simultaneously, do not produce even number gear pressure P e by even number gear pressure solenoid 77, even when engine-driving oil pump 4 is discharged machine oil after finishing engine start by step S113.

Therefore, even when in actuator solenoid 71-74, the actuator solenoid relevant with " during starts gear pushes state " connected (unlatching) by AMT controller 47 thereby odd gear pressure P o or even number gear pressure P e is supplied to corresponding gear shifting actuator (gear shifting actuator 50,52, in 53 and 54 any), can not carry out automaitc shfit along the direction of cancellation " during starts gear pushes state ", because odd gear pressure solenoid 78 does not produce odd gear pressure P o, even number gear pressure solenoid 77 does not produce even number gear pressure P e yet.Therefore, AMT can not be switched to intermediateness from " during starts gear pushes state ".

On the other hand, because " do not expect keep engage automatic clutch fault " that first clutch CA or second clutch CB keep not expecting engaging, the Clutch Control pressure solenoid relevant with the fault clutch control (solenoid 82 or solenoid 81) trend towards odd gear pressure P o or even number gear Pe are directed to the clutch (first clutch CA or second clutch CB) of being correlated with the fault clutch control as Clutch Control pressure.But, because disconnecting (closing), odd gear pressure solenoid 78 do not produce odd gear pressure P o, even number gear pressure solenoid 77 disconnects (closing) and does not also produce even number gear pressure P e, so there is not following risk, that is, the clutch relevant with the fault clutch control (first clutch CA or second clutch CB) remains in jointing state undesirably.That is to say, adopt and the similar mode of engine stop-state, the automatic clutch of being correlated with fault (unusually) clutch control (the first and second clutch CA-CB wherein any) can adopt the mode identical with other automatic clutches that are relevant to fault-free (normally) clutch control and switch to and remain in the state of being disengaged.

Therefore, even when owing to not producing odd gear pressure P o and do not produce even number gear pressure P e and can't carry out automaitc shfit and when AMT remains in " during starts gear pushes state " thus along the direction of cancellation " during starts gear pushes state ", the power that the motor E by step S113 starting produces can not be sent to transmission output shaft 11.Therefore, even the wish that can avoid in engine start when N shelves that the driver selects to be used for to stop vehicle to run counter to the driver begins mobile abnormal conditions.

As mentioned above, step S111, S112 and S113 and even number gear pressure solenoid 77 and odd gear pressure solenoid 78 are jointly tackled device (perhaps idle period is tackled part unusually) unusually as idle period.

On the contrary, when AMT controller 47 judges that the selected operation shelves of AMT are not the N shelves, control the step S111 of square frame I by the N shelves that comprise step S110-S113, program advances to the step S121 of the P shelves control square frame II that comprises step S121-S124.

At step S121, check to judge whether the selected operation shelves of AMT are the P shelves during engine start.

Under the normal state of AMT control system, when selecting the P shelves, AMT switches to the vehicle stop state of forbidding that power transmits by AMT, the rotation of the transmission output shaft 11 locking latch restriction mechanically that is subject to stopping.

When the response of step S121 is certainty (being), that is, when AMT control 47 judged that selected operation shelves are the P shelves during engine start, program advanced to step S122 from step S121.On the contrary, when the response of step S121 is negatory (no), namely, when during engine start, not selecting the P shelves, program is back to step S111 from step S121, thus so that the AMT control system is in wait state, until selected be the non-shelves (P or N shelves) that travel.

At step S122, odd gear pressure solenoid 78 and 77 the two connection (unlatching) of even number gear pressure solenoid.At step S122, carry out step S123.

At step S123, ignition switch is rotated process ON (enable possition) to START (starting position), thereby pilots engine E.

As previously mentioned, by step S122, odd gear pressure solenoid 78 and even number gear pressure solenoid 77 are all connected (unlatching), can produce odd gear pressure P o by odd gear pressure solenoid 78, produce even number gear pressure P e by even number gear pressure solenoid 77 simultaneously, as usually like that, after finishing engine start by step S123, use the machine oil that discharges from engine-driving oil pump 4 as working medium.After step S123, carry out step S124.

At step S124, among four actuator solenoid 71-74, the actuator solenoid relevant with " during starts gear pushes state " connected (unlatching) by AMT controller 47, then odd gear pressure P o or even number gear pressure P e are supplied to corresponding gear shifting actuator (any in the gear shifting actuator 50,52,53 and 54), so that carry out automaitc shfit along the direction of cancellation " during starts gear pushes state ".Adopt this mode, AMT can switch to intermediateness from " during starts gear pushes state ".

On the other hand, not because " do not expect keep engage automatic clutch fault " that first clutch CA or second clutch CB keep not expecting engaging, so the Clutch Control pressure solenoid relevant with the fault clutch control (solenoid 82 or solenoid 81) trends towards odd gear pressure P o or even number gear pressure P e are directed to the clutch (first clutch CA or second clutch CB) relevant with the fault clutch control, as Clutch Control pressure.Just at motor before the vehicle stop status triggering, usually, automatic clutch must keep discharging.But, by the gear pressure (odd gear pressure P o or even number gear pressure P e) that is directed to undesirably the clutch relevant with the fault clutch control (first clutch CA or second clutch CB), because " do not expect keep engage automatic clutch fault ", in other words, because Clutch Control pressure (odd gear Clutch Control pressure or even number gear clutch pilot pressure) is supplied to fault clutch (first clutch CA or second clutch CB) from Clutch Control pressure solenoid (solenoid 82 or solenoid 81) continuously, the clutch relevant with the fault clutch control still remains in jointing state.

Beginning to the time period of finishing gear shift from the aforementioned gear shift that is used for cancellation " during starts gear pushes state ", when fault clutch (first clutch CA or second clutch CB) keeps not expecting to engage, engine power may be not by wish be sent to transmission output shaft 11.

But at the P shelves, the rotation of transmission output shaft 11 is subject to being installed in the restriction that the parking locking latch among the AMT mechanically carries out, and thus, is sent to the motor-driven driving wheel that is not delivered to that starts of transmission output shaft 11.Therefore, even the wish that can avoid when P shelves that the driver selects to stop in engine start vehicle to run counter to the driver begins mobile abnormal conditions.

As mentioned above, at the P shelves, " during starts gear pushes state " is cancelled (referring to step S124), and AMT switches to that no thoroughfare, and AMT carries out the intermediateness that power transmits.Therefore, as reference step S161 (as described later) describes in detail, when switching to the shelves that travel from the P shelves, for example D or R shelves (referring to the flow process from step S124 to step S161) can not exist by using with being included in the related gear group (odd gear group or even number gear group) of clutch (first clutch CA or second clutch CB) in the fault-free clutch control of " do not expect keep engage automatic clutch fault " to carry out automaitc shfit.That therefore, can avoid that vehicle can not travel does not expect situation.

As from above understandable, step S121-S122 and even number gear pressure solenoid 77 and odd gear solenoid 78 are common as unusual reply device during the park (perhaps unusual reply part during the park).

After the step S113 by N shelves control square frame I finished engine start, program advanced to the N-that comprises step S131-S135〉D, the step S131 of R-control square frame III.

At step S131, check to judge after finishing engine start, whether to occur to switch to the shelves (D or R shelves) that travel from the N shelves.In other words, detect to judge engine start finish after the selected operating range of AMT whether become the shelves (D or R shelves) that travel.When the response of step S131 is certainty (being), that is, when being used as engine start and selecting to travel after finishing grade, program advances to step S132 from step S131.

At step S132, check to judge the direction of speed change device of rotatablely moving between anomalistic period, this direction is judged according to following combination, that is: (i) " do not expect keep engage automatic clutch fault " (the second clutch CB fault of not expecting to keep the first clutch CA fault that engages or not expecting to keep to engage) and (ii) " during starts gear pushes state " (during starts forward gears push state or during starts reverse gear push state), { (i)+(ii) } judged via step S110, with respect to the Vehicle Driving Cycle shelves that switch from the N shelves (shelves to overtake, namely, drive (D) shelves, shelves backward perhaps travel, namely, (R) shelves backward), be " normal rotation direction " or " opposite sense of rotation ".

Here, " normal rotation direction " means that the direction of rotational motion speed changer between the anomalistic period of (1) judging according to the combination of " do not expect keep engage automatic clutch fault " and " during starts gear pushes state " is identical with the direction of the speed changer of rotation forward, and be that shelves are (namely to overtake from the selected shelves that travel that the N shelves switch, the D shelves), perhaps (2) are identical with the direction of the speed changer that rotates backward according to the direction of rotational motion speed changer between the anomalistic period of the combination judgement of " do not expect keep engage automatic clutch fault " and " during starts gear pushes state ", and are the shelves (that is, R shelves) that travel backward from the selected shelves that travel that the N shelves switch.

The ground of comparing, " opposite sense of rotation " means that the direction of rotational motion speed changer between the anomalistic period of (3) judging according to the combination of " do not expect keep engage automatic clutch fault " and " during starts gear pushes state " is identical with the direction of the speed changer of rotation forward, and be to travel backward shelves (namely from the selected shelves that travel that the N shelves switch, the R shelves), perhaps (4) are identical with the direction of the speed changer that rotates backward according to the direction of rotational motion speed changer between the anomalistic period of the combination judgement of " do not expect keep engage automatic clutch fault " and " during starts gear pushes state ", and are shelves (that is, D shelves) to overtake from the selected shelves that travel that the N shelves switch.

When the response of step S132 is negatory (no), namely, when the selected shelves that travel that switch from the N shelves are that shelves are (namely to overtake, the D shelves) direction of the mobile speed changer of rotation is when rotating backward the direction of speed changer but between the anomalistic period of judging according to " do not expect keep engage automatic clutch fault " and " during starts gear pushes state ", perhaps working as the selected shelves that travel that switch from the N shelves is to travel backward shelves (namely, the R shelves) but according to the direction of rotational motion speed changer between the anomalistic period of " do not expect keep engage automatic clutch fault " and " during starts gear pushes state " judgement be that program advances to step S134 from step S132 when rotating forward the direction of speed changer.

At step S134, odd gear pressure solenoid 78 and even number gear pressure solenoid 77 all are (the closing) that disconnects.

As previously mentioned, by step S134, odd gear pressure solenoid 78 and even number gear pressure solenoid 77 all be disconnect (closing) and produce odd gear pressure P o by odd gear pressure solenoid 78 thus, simultaneously also produce even number gear pressure P e by even number gear pressure solenoid 77, though when engine-driving oil pump 4 be when finishing engine start and discharge machine oil afterwards by step S113.

Therefore, adopt with select the similar mode of N shelves (referring in the N of Fig. 4 shelves control square frame I from the flow process of step S111 to S112), be " on the contrary sense of rotation " in the situation that travel shelves (D or R shelves) and result of determination occur switching to, even the actuator solenoid relevant with " during starts gear pushes state " connected (unlatching) by AMT controller 47 thereby odd gear pressure P o or even number gear pressure P e is supplied to corresponding gear shifting actuator (gear shifting actuator 50 in four actuator solenoid, 52, in 53 and 54 any), because do not produce odd gear pressure P o by odd gear pressure solenoid 78, the even number gear pressure P e that is not also produced by even number gear pressure solenoid 77, automaitc shfit can not be carried out along the direction that " during starts gear pushes state " is cancelled.Therefore, AMT can not be switched to intermediateness from " during starts gear pushes state ".

On the other hand, not because " do not expect keep engage automatic clutch fault " that first clutch CA or second clutch CB keep not expecting engaging, so the Clutch Control pressure solenoid relevant with the fault clutch control (solenoid 82 or solenoid 81) trends towards odd gear pressure P o or even number gear pressure P e are directed to the clutch (first clutch CA or second clutch CB) relevant with the fault clutch control, as Clutch Control pressure.But, because do not produce odd gear pressure P o by the odd gear pressure solenoid 78 that disconnects (closing), do not produce even number gear pressure P e by the even number gear pressure solenoid 77 that disconnects (closing) yet, so there is not following risk, namely the clutch relevant with the fault clutch control (first clutch CA or second clutch CB) remains on its jointing state undesirably.That is to say, being similar to the mode of engine stop-state, the automatic clutch (in first and second clutch CA-CBs any) relevant with fault (unusually) clutch control can adopt the mode identical with other automatic clutches that are relevant to non-fault (normally) clutch control to switch and remain on the state of being disengaged.

Therefore, even when because when not producing odd gear pressure P o and not producing even number gear pressure P e yet, automaitc shfit can not be carried out along the direction that " during starts gear pushes state " is cancelled, therefore AMT still remains in " during starts gear pushes state ", and engine power can not be sent to transmission output shaft 11.Therefore, even the abnormal conditions that the wish that can avoid when the driver select to be used for to overtake D shelves in engine start vehicle to run counter to the driver begins to move backward, and when the driver selects for the R shelves that travel backward in engine start vehicle run counter to the abnormal conditions that driver's wish begins to move forward.

As mentioned above, step S132 and S134 and even number gear pressure solenoid 77 and odd gear pressure solenoid 78 are jointly as the unusual counter-measure between grade selecting period of travelling (the unusual reply part between grade selecting period of perhaps travelling).

As described in the flow process that is back to S132 from step S134, step S134 repeatedly carries out, thereby the shelves that travel that the driver selects during according to engine start avoid vehicle to begin to move along the direction in contrast to vehicle heading, selectedly travel shelves and switch to the result of determination of " normal rotation direction " from the result of determination of " on the contrary sense of rotation " until namely drive (D) and switch between (R) backward by the shelves that travel two kinds of differences.

Be that the direction of rotational motion speed changer between anomalistic period is and from the driver that the N shelves the switch identical direction of shelves of selecting to travel when the result of determination that obtains via step S132 represents " normal rotation direction ", more particularly, (1) rotational motion speed change direction is identical with the direction of rotating forward speed change between according to the anomalistic period of the combination judgement of " do not expect keep engage automatic clutch fault " and " during starts gear pushes state ", and be that shelves are (namely to overtake from the selected shelves that travel that the N shelves switch, the D shelves), perhaps (2) direction of rotational motion speed change between according to the anomalistic period of the combination judgement of " do not expect keep engage automatic clutch fault " and " during starts gear pushes state " is identical with the direction of the speed change that rotates backward, and be to travel backward shelves (namely from the selected shelves that travel that the N shelves switch, the R shelves), program advances to step S133 from step S132.

At step S133, odd gear pressure solenoid 78 and 77 the two connection (unlatching) of even number gear pressure solenoid.Therefore, odd gear pressure P o can produce by odd gear pressure solenoid 78, and even number gear pressure P e can produce by even number gear pressure solenoid 77 simultaneously, as usually, after motor is finished starting (referring to S133).At step S133, carry out step S134.

At step S134, in four actuator solenoid 71-74, the actuator solenoid relevant with " during starts gear pushes state " connected (unlatching) by AMT controller 47, then odd gear pressure P o or even number gear Pe are supplied to corresponding gear shifting actuator (any in the gear shifting actuator 50,52,53 and 54), so that automaitc shfit can be carried out along the direction that " during starts gear pushes state " is cancelled.Adopt this mode, AMT can switch to intermediateness from " during starts gear pushes state ".

Such as what be appreciated that from top description, step S132 and S134-S135 and even number gear pressure solenoid 77 and odd gear pressure solenoid 78 are common as the unusual reply device between grade selecting period that travels (the unusual reply part between grade selecting period of perhaps travelling).

On the other hand, because " do not expect keep engage automatic clutch fault " that first clutch CA or second clutch CB keep not expecting engaging, the Clutch Control pressure solenoid relevant with the fault clutch control (solenoid 82 or solenoid 81) trend towards odd gear pressure P o or even number gear pressure P e are directed to the clutch (first clutch CA or second clutch CB) of being correlated with the fault clutch control as Clutch Control pressure.Just at motor before the vehicle stop status triggering, automatic clutch must be held to discharge.But, by the gear pressure (odd gear pressure P o or even number gear pressure P e) that is directed to undesirably the clutch relevant with the fault clutch control (first clutch CA or second clutch CB), because " do not expect keep engage automatic clutch fault ", in other words, because Clutch Control pressure (odd gear Clutch Control pressure or even number gear clutch pilot pressure) is supplied to fault clutch (first clutch CA or second clutch CB) continuously from Clutch Control pressure solenoid (solenoid 82 or solenoid 81), the clutch relevant with the fault clutch control still remains on jointing state.

Beginning to the time period of finishing speed change (referring to step S135) from the previous described speed change that is used for cancellation " during starts gear pushes state ", when fault clutch (first clutch CA or second clutch CB) when still not expecting to engage, engine power may unexpectedly be sent to transmission output shaft 11, thus so that vehicle is mobile forward or backward along the direction of rotating mobile speed change between anomalistic period provisionally, it is not judged according to " do not expect keep engage automatic clutch fault " and the combination of " during starts gear pushes state ".

But the direction of the mobile speed change of rotation is same as " normal rotation direction " (referring to the flow process from step S132 to S133) with respect to the shelves that travel that switch from the N shelves between anomalistic period.Therefore, during engine start, the driver has expected that vehicle begins to replace the time point of N shelves mobile forward or backward from driver's shelves (D or R shelves) of selecting to travel.Mobile and the direction of travel of travelling of vehicle is take the selected of driver or the shelves that travel wanted as basic.Can eliminate so any factitious sensation of the Vehicle Driving Cycle situation of not expecting of driver's experience.

Return N-D, the step S131 of R control square frame III, when the answer of step S131 is negatory (no), namely, judging operation shelves selected finishing by the engine start of step S113 after when AMT controller 47 is not when travelling grade, program from step S131 advance to the N that comprises step S141-S143-P controls the step S141 of square frame IV.

At step S141, check to judge whether the N shelves switch to the P shelves after motor is finished starting.In other words, check to judge motor finishes whether the selected operating range of AMT becomes park (P shelves) after the starting.

When after motor is finished starting, not switching to the P shelves from the N shelves, in other words, after finishing starting, motor do not select the P shelves, the operation shelves of AMT remain in the N shelves so, therefore program is back to S131 from step S141, thereby so that the standby of AMT control system, until switch to other shelves (P shelves or the shelves that travel) from the N shelves.

When the answer of step S141 is certainty (being), that is, when after engine start is finished, switching to the P shelves from the N shelves, in other words, after finishing, engine start selects the P shelves, and program advances to step S142 from step S141 so.

At step S142, odd gear pressure solenoid 78 and even number gear pressure solenoid 77 are all connected (unlatching).Therefore, odd gear pressure P o can produce by odd gear pressure solenoid 78, even number gear pressure P e can produce by even number gear pressure solenoid 77 simultaneously, as usually, after finishing starting by step S113 motor, use the machine oil of discharging from engine-driving oil pump 4 as working medium.After step S142, carry out step S143.

At step S143, in four actuator solenoid 71-74, the actuator solenoid relevant with " during starts gear pushes state " connected (unlatching) by AMT controller 47, then odd gear pressure P o or even number gear pressure P e are supplied to corresponding gear shifting actuator (any in the gear shifting actuator 50,52,53 and 54), so that carry out automaitc shfit along the direction of cancellation " during starts gear pushes state ".Adopt this mode, AMT can switch to intermediateness from " during starts gear pushes state ".

On the other hand, not because " do not expect keep engage automatic clutch fault " that first clutch CA or second clutch CB still do not expect to engage, the Clutch Control pressure solenoid relevant with the fault clutch control (solenoid 82 or solenoid 81) trends towards odd gear pressure P o or even number gear pressure P e are directed to the clutch (first clutch CA or second clutch CB) relevant with the fault clutch control, as Clutch Control pressure.Just at motor before the vehicle stop status triggering, usually, automatic clutch must keep discharging.But, by the gear pressure (odd gear pressure P o or even number gear pressure P e) that is directed to undesirably the clutch relevant with the fault clutch control (first clutch CA or second clutch CB), because " do not expect keep engage automatic clutch fault ", in other words, because Clutch Control pressure (odd gear Clutch Control pressure or even number gear clutch pilot pressure) is supplied to fault clutch (first clutch CA or second clutch CB) continuously from Clutch Control pressure solenoid (solenoid 82 or solenoid 81), the clutch relevant with the fault clutch control still remains on jointing state.

Beginning from the previous described speed change that is used for cancellation " during starts gear pushes state " during the time period of finishing speed change, when fault clutch (first clutch CA or second clutch CB) kept not expecting to engage, engine power may unexpectedly be sent to transmission output shaft 11.

But in the P shelves, the rotation of transmission output shaft 11 is subject to being installed in the restriction mechanically of the parking locking latch among the AMT, thus, the engine power that is sent to transmission output shaft 11 can not transferred to the driving wheel.Therefore, even can avoid when operation shelves are switched to the P shelves and stopped by the driver from the N shelves vehicle to run counter to driver's wish and begin mobile abnormal conditions.

As mentioned above, when selecting to switch to the N shelves from the P shelves, " during starts gear pushes state " is cancelled (referring to step S143), the intermediateness of AMT transferring power that AMT is switched to that no thoroughfare.Therefore, as reference step S161 describes in detail (as described later), when further switching to the shelves that travel from the P shelves, for example D or R shelves (referring to the flow process from S143 to S161), automaitc shfit can be undertaken by using the gear group (odd gear group or even number gear group) relevant with clutch (first clutch CA or second clutch CB) in the fault-free clutch control that is not included in appearance " do not expect keep engage automatic clutch fault ".That therefore, can avoid that vehicle can not travel does not expect situation.

As mentioned above, step S141-S142 and even number gear pressure solenoid 77 and odd gear pressure solenoid 78 are common as unusual reply device between the park selecting period (perhaps unusual reply part between the park selecting period).

After having finished for the automaitc shfit of cancellation " during starts gear pushes state " and AMT switched to intermediateness thus, step S124 by P shelves control square frame II, N-〉D, the step S135 of R control square frame III, perhaps N-the step S143 of P control square frame IV, program advances to the step S161 of speed Control square frame VI between anomalistic period.

At step S161, in the situation of the shelves (D or R shelves) that travel that select to be used for to overtake or to travel backward, carry out automaitc shfit by using the gear group (odd gear group or even number gear group) relevant with normal automatic clutch (first clutch CA or second clutch CB) in the fault-free clutch control that is not included in appearance " do not expect keep engage automatic clutch fault ".

Therefore, do not utilize with being included in and occur the relevant gear group of clutch (first clutch CA or second clutch CB) in the fault-free clutch control of " do not expect keep engage automatic clutch fault " { odd gear group (first, the 3rd, the 5th and reverse gear) or even number gear group (the second, the 4th and the 6th gear) } to realize Vehicle Driving Cycle.That therefore, can avoid that vehicle can not travel does not expect situation.

As indicated above, step S161 travels as a part and unusually tackles device (the unusual reply part between the working days of perhaps travelling) between the working days.

In the embodiment shown, as can be from understanding step S112 shown in Figure 4, S122, S133, S134 and the S142, control by the on-off setting of odd gear pressure solenoid 78 and even number gear pressure solenoid 77 and whether to produce odd gear pressure P o and whether to produce even number gear pressure P e.Namely, can only pass through the on-off setting of existing solenoid (that is, gear pressure solenoid 78 and 77) rather than with extra solenoid valve is controlled odd gear pressure P o and even number gear Pe whether each produces.This will reduce installation time and the cost of system, and reduce the manufacture cost of whole system.

Be back to step S110, when the answer of step S110 is negatory (no), that is, there be not " do not expect keep engage automatic clutch fault " or when AMT was not in " during starts gear pushes state ", program advanced to step S210 from step S110.

At step S210, detect and whether to occur " do not expect keep engage automatic clutch fault ".When the answer of step S210 is certainty (being), that is, when occurring, program advances to step S211 from step S210 when " do not expect keep engage automatic clutch fault ".On the contrary, when the answer of step S210 is negatory (no), that is, when not occurring, program advances to step S220 from step S210 when " do not expect keep engage automatic clutch fault ".

At step S220, check to judge whether AMT is in " during starts gear pushes state ".When the answer of step S220 is certainty (being), that is, when AMT was in " during starts gear pushes state ", program advanced to step S221 from step S220.On the contrary, when the answer of step S220 is negatory (no), that is, when AMT was not in " during starts gear pushes state ", program advanced to step S231 from step S220.

As is understood, mean appearance " do not expect keep engage automatic clutch fault " via step S210 to the flow process of step S211 from step S110.Mean that AMT be in " during starts gear push state " via step S210 and S220 to the flow process of step S221 from step S110.Mean do not have to occur that via step S210 and S220 " do not expect keep engage automatic clutch fault " and AMT are not in " during starts gear pushes state " from step S110 to step S231.

At step S211, check with the selected operation shelves according to the AMT during the signal determining engine start of gear position sensor whether be in the non-shelves (P or N shelves) that travel.When the answer of step S211 is negatory (no), that is, do not select the non-shelves (P or N shelves) that travel, program is back to step S211, thereby so that the AMT control system is in standby, until select the non-shelves (P or N shelves) that travel.On the contrary, when the answer of step S211 is certainty (being), that is, select the non-shelves that travel when (P or N shelves), program advances to step S212 from step S211.

At step S212, odd gear pressure solenoid 78 and even number gear pressure solenoid 77 all disconnect (closing).After step S212, carry out step S213.

At step S213, ignition switch is rotated through ON (enable possition) to START (starting position), with the E that pilots engine.

As mentioned before, by step S212, the two all disconnects (closing) odd gear pressure solenoid 78 and even number gear pressure solenoid 77, therefore, do not produce odd gear pressure P o by odd gear pressure solenoid 78, do not produce even number gear pressure P e by even number gear pressure solenoid 77 simultaneously, even when engine-driving oil pump 4 is discharged machine oil after engine start is finished by step S213.

Therefore, when " do not expect keep engage automatic clutch fault " even that occur that first clutch CA or second clutch CB keep not expecting engaging, do not have following risk yet, namely the clutch relevant with the fault clutch control (first clutch CA or second clutch CB) remains on its jointing state undesirably, and this is not produce even number gear pressure P e because the odd gear pressure solenoid 78 of disconnection (closing) produces the even number gear pressure solenoid 77 of odd gear pressure P o and disconnection (closing).That is to say, with with the similar mode of engine stop-state, the automatic clutch (in first clutch CA and second clutch CB any) relevant with fault (unusually) clutch control can the mode identical with other automatic clutches that are relevant to fault-free (normally) clutch control switches and remains on the state of being disengaged.

After step S213, program advances to step S161.For example, when the driver has selected for to overtake D shelves, via step S161, can carry out automaitc shfit by using the gear group relevant with clutch (first clutch CA or second clutch CB) in the fault-free clutch control that is not included in appearance " do not expect keep engage automatic clutch fault ".Therefore, can not use with being included in and occur the related gear group of clutch (first clutch CA or second clutch CB) in the fault-free clutch control of " do not expect keep engage automatic clutch fault " to realize Vehicle Driving Cycle.That therefore, can avoid that vehicle can not travel does not expect situation.

Employing is similar to the mode of step S211, at step S221, checks to judge whether the selected operation shelves of AMT are the non-shelves (P or N shelves) that travel during the engine start.When the answer of step S221 is (no) of negating, that is, do not select the non-shelves (P or N shelves) that travel, program is back to step S221, thereby so that the standby of AMT control system, until select the non-shelves (P or N shelves) that travel.On the contrary, when the answer of step S221 is sure (being), that is, select the non-shelves (P or N shelves) that travel, program advances to step S221 to step S222.

At step S222, odd gear pressure solenoid 78 and even number gear pressure solenoid 77 are all connected (unlatching).After step S222, carry out step S223.

At step S223, ignition switch is switched through ON (enable possition) to START (starting position), with the E that pilots engine.

As mentioned before, by step S222, odd gear pressure solenoid 78 and 77 the two connection (unlatching) of even number gear pressure solenoid.Therefore, odd gear pressure P o can produce by odd gear pressure solenoid 78, can produce even number gear pressure P e by even number gear pressure solenoid 77 simultaneously, as usually, after engine start is finished by step S223, use the machine oil of discharging from engine-driving oil pump 4 as working medium.After step S223, carry out step S224.

At step S224, in four actuator solenoid 71-74, the actuator solenoid relevant with " during starts gear pushes state " connected (unlatching) by AMT controller 47, then odd gear pressure P o or even number gear pressure P e are supplied to corresponding gear shifting actuator (any in the gear shifting actuator 50,52,53 and 54), so that can carry out automaitc shfit along the direction of cancellation " during starts gear pushes state ".Adopt this mode, AMT can switch to intermediateness from " during starts gear pushes state ".

Passing through step S210 and S220-S223 from step S110 to the flow process of step S224, do not have to occur " do not expect keep engage automatic clutch fault ", therefore disturb automaitc shfit via step S224 by cancelling " during starts gear pushes state " without any factor.Therefore, after step S224, program advances to step S225.

At step S225, use the Automatic Shift Control (common Automatic Shift Control) between odd gear group (first, the 3rd, the 5th and reverse gear) and even number gear group (the second, the 4th and the 6th gear) execution normal epoch.Here, between normal epoch Automatic Shift Control mean according to the input message data-signal of vehicle speed sensor and accelerator open degree sensor with reference to preprogrammed speed change chart (or preprogrammed speed change order or the plan of preparatory program speed change) judge or obtain required speed change step, and automatically carry out speed change (upwards speed change or downwards speed change) from current speed change step to required speed change step.

When the result of determination of step S210 be negatory (namely, do not have to occur " do not expect keep engage automatic clutch fault ") and the result of determination of step S220 be negatory (namely, when AMT is not in " during starts gear pushes state "), namely, when not occurring in the AMT control system when unusual, program advances to step S231.

Employing is similar to the mode of step S211 and S221, at step S231, checks to judge whether the selected operation shelves of AMT are the non-shelves (P or N shelves) that travel during engine start.When the answer of step S231 is negatory (no), that is, do not select the non-shelves (P or N shelves) that travel, program is back to step S231, thereby makes the AMT control system be in the state of standby, until the non-shelves (P or N shelves) that travel are selected.On the contrary, when the answer of step S231 is certainty (being), that is, when selecting the non-step of travelling (P or N shelves), program advances to step S232 from step S231.

At step S232, odd gear pressure solenoid 78 and 77 the two connection (unlatching) of even number gear pressure solenoid.After step S232, carry out step S233.

At step S233, ignition switch is rotated through ON (enable possition) to START (starting position), with the E that pilots engine.

As previously mentioned, by step S222, odd gear pressure solenoid 78 and 77 the two connection (unlatching) of even number gear pressure solenoid.Therefore, odd gear pressure P o can produce by odd gear pressure solenoid 78, even number gear pressure P e can produce by even number gear pressure solenoid 77 simultaneously, as usually, after motor is finished by step S223 starting, use the machine oil of discharging from engine-driving oil pump 4 as working medium.After step S233, program advances to step S225, thereby carries out Automatic Shift Control between normal epoch.

[the unusual counter-measure of the automatic clutch of being carried out by improved change control system]

For fear of previous described abnormal conditions, namely, in order to prevent that vehicle from running counter to driver's wish when the engine start and beginning mobilely, in improved change control system, AMT controller 47 can at length be carried out improved abnormal-period automatic shift control by the flow chart with reference to Fig. 5 as mentioned below.

Speed Control program between improvement anomalistic period of Fig. 5 in case open the driver is carried out when ignition switch is piloted engine E.

At step S11, ignition switch is converted to ON (enable possition), further rotates process ON (enable possition) to START (starting position), thereby pilots engine E.After motor E had started, the driver unclamped ignition switch (that is, ignition key), and then ignition switch is back to ON from START oneself, thus so that motor E continuous service.After step S11, carry out step S12.

After motor E had started, engine-driving oil pump 4 was discharged machine oil, so the AMT control system can be used from the machine oil of Engine Driven Pump discharging and carries out automaitc shfit (Automatic Shift Control) as working medium.

At step S12, when ignition switch is converted to ON (enable possition), in other words, the starting stage of speed Control program between improvement anomalistic period of Fig. 5, check with the signal determining AMT according to four gear position sensor 55-58 and whether switched to particular gears, in other words, AMT is in " during starts gear pushes state ".

Suppose that AMT AMT during engine start is not in " during starts gear pushes state ", the problem that the present invention will solve do not occur, speak by the book, vehicle during the engine start do not occur and run counter to driver's wish and begin mobile abnormal conditions.Therefore, when the answer of step S12 is negatory (no), namely, when judging that AMT is not in " during starts gear pushes state " during engine start, speak by the book, when ignition switch turns to ON (enable possition), program advances to step S13 from step S12.Step S12 is used as during starts, and gear pushes condition checkout gear.

At step S13, use odd gear group (first, the 3rd, the 5th and reverse gear) and odd gear group (the second, the 4th and the 6th gear) to carry out Automatic Shift Control (common Automatic Shift Control) between normal epoch.Here, Automatic Shift Control means according to the input signal data signal of vehicle speed sensor and accelerator open degree sensor and judges with reference to the speed change chart (the perhaps speed change plan of the speed change of pre-programmed order or pre-programmed) of pre-programmed or obtain required speed change step between normal epoch, and automatically switches to required speed change step from current speed change step.

On the contrary, when the answer of step S12 is certainty (being), namely, when judging that AMT is in " during starts gear pushes state " during engine start, speak by the book, when ignition switch turned to ON (enable possition), program advanced to step S14 from step S12.

At step S14, detect to determine whether " do not expect keep engage automatic clutch fault " that occur that previously discussed first clutch CA or second clutch CB keep not expecting engaging.

Suppose and during engine start, do not have to occur " do not expect keep engage automatic clutch fault ", the problem that will be solved by the present invention appears, speak by the book, vehicle during the engine start do not occur and run counter to driver's wish and begin mobile abnormal conditions.Therefore, when when the answer of step S14 is negatory (no), that is, not have to occur " do not expect keep engage automatic clutch fault " when judging, program advances to step S13 from step S14, thus Automatic Shift Control between the execution normal epoch.Step S14 is as the automatic clutch Fail detecting apparatus of not expecting to keep to engage.

When the result of determination of step S12 be certainty (namely, when AMT is in " during starts gear pushes state ") and the result of determination of step S14 be certainty (, " do not expect keep engage automatic clutch fault " appears), the wish that AMT controller 47 is judged even vehicle might be run counter to the driver during engine start so begins mobile.Therefore, the wish that this vehicle is run counter to the driver during the engine start begins mobile abnormal conditions, and control program advances to step S15 from step S14, and then flow process arrives step subsequently.

At step S15, check to judge whether the selected operation shelves of AMT are the P shelves during engine start.

At step S16, check to judge whether the selected operation shelves of AMT are the N shelves during engine start.

Under the normal state of AMT control system, when selecting the P shelves, the vehicle stop state of AMT transferring power that AMT switches to that no thoroughfare, the rotation of the transmission output shaft 11 locking latch restriction mechanically that is subject to stopping.Under the normal state of AMT control system, when selecting the N shelves, the intermediateness of AMT transferring power that AMT switches to that no thoroughfare, and the rotation of the transmission output shaft 11 locking latch restriction mechanically that can not be subject to stopping.

When the answer of step S15 is certainty (being), that is, when selecting the P shelves during engine start, program advances to step S17 from step S15.

At step S17, odd gear pressure solenoid 78 and 77 the two connection (unlatching) of even number gear pressure solenoid.Therefore, odd gear pressure P o can be produced by odd gear pressure solenoid 78, simultaneously can produce even number gear pressure P e by even number gear pressure solenoid 77, as usually like that, the machine oil that use is discharged from engine-driving oil pump 4 engine start is finished after is as working medium.

On the one hand, in four actuator solenoid 71-74, the actuator solenoid relevant with " during starts gear pushes state " connected (unlatching) by AMT controller 47, then odd gear pressure P o or even number gear pressure P e are supplied to corresponding gear shifting actuator (any in the gear shifting actuator 50,52,53 and 54), so that carry out automaitc shfit along the direction of cancellation " during starts gear pushes state ".Adopt this mode, AMT can switch to intermediateness from " during starts gear pushes state ".

On the other hand, not because " do not expect keep engage automatic clutch fault " that first clutch CA or second clutch CB still do not expect to engage, so the Clutch Control pressure solenoid relevant with the fault clutch control (solenoid 82 or solenoid 81) trends towards odd gear pressure P o or even number gear pressure P e are directed to the clutch (first clutch CA or second clutch CB) relevant with the fault clutch control, as Clutch Control pressure.Just at motor before the vehicle stop status triggering, usually, automatic clutch must keep discharging.But, by being directed to undesirably the clutch relevant with the fault clutch control (first clutch CA or second clutch CB) gear pressure (odd gear pressure P o or even number gear pressure P e), because " do not expect keep engage automatic clutch fault ", in other words, because Clutch Control pressure (odd gear Clutch Control pressure or even number gear clutch pilot pressure) is supplied to fault clutch (first clutch CA or second clutch CB) continuously from Clutch Control pressure solenoid (solenoid 82 or solenoid 81), the clutch relevant with the fault clutch control still remains in jointing state.

During the previous described time period that begins to finish to speed change for the speed change of cancellation " during starts gear pushes state ", when fault clutch (first clutch CA or second clutch CB) kept not expecting to engage, engine power may unexpectedly be sent to transmission output shaft 11.

But in the P shelves, the rotation of transmission output shaft 11 is subject to being installed in the restriction of the machinery type of the parking locking latch among the AMT, and thus, the engine power that is sent to transmission output shaft 11 can't be delivered to the driving wheel.Therefore, can avoid following abnormal conditions, that is, even the wish that vehicle is run counter to the driver during engine start when P shelves that the driver select to be used for is stopped begins mobile.

As mentioned above, in the P shelves, " during starts gear pushes state " is cancelled (via step S17), and AMT switches to that no thoroughfare, and AMT carries out the intermediateness that power transmits.Therefore, as reference step S21 describes in detail (as described later), when switching to from the P shelves when travelling grade, for example, D or R shelves are (referring to the flow process from step S15 to step S16, and S19-S20 (hereinafter described) is to step S21), the related gear group (odd gear group or even number gear group) of clutch (first clutch CA or second clutch CB) in can not have generation by using with the being included in fault-free clutch control of " do not expect keep engage automatic clutch fault " is carried out automaitc shfit.That therefore, can avoid that vehicle can not travel does not expect situation.

As from above being appreciated that, step S15 and S17 and even number gear pressure solenoid 77 and odd gear pressure solenoid 78 are jointly as unusual reply device during the park (perhaps unusual reply part during the park).

Be back to step S16, when the answer of step S16 is certainty (being), that is, when selecting the N shelves during the engine start, program advances to step S18 from step S16.

At step S18, odd gear pressure solenoid 78 and 77 the two disconnection (closing) of even number gear pressure solenoid.The two all disconnects (closing) by making odd gear pressure solenoid 78 and even number gear pressure solenoid 77, even when the engine-driving oil pump discharges machine oil after engine start is finished, do not produce odd gear pressure P o by odd gear pressure solenoid 78 yet, do not produce even number gear pressure P e by even number gear pressure solenoid 77.

Therefore, when during engine start, selecting the N shelves, even the actuator solenoid relevant with " during starts gear pushes state " in four actuator solenoid 71-74 connected (unlatching) by AMT controller 47 thereby odd gear pressure P o or even number gear pressure P e is supplied to corresponding gear shifting actuator (gear shifting actuator 50,52, in 53 and 54 any), can carry out automaitc shfit along the direction of cancellation " during starts gear pushes state ", because do not produce odd gear pressure P o by odd gear solenoid 78, do not produce even number gear pressure P e by even number gear pressure solenoid 77 yet.Therefore, can not be so that AMT switches to intermediateness from " during starts gear pushes state ".

On the other hand, not because " do not expect keep engage automatic clutch fault " that first clutch CA or second clutch CB keep not expecting engaging, the Clutch Control pressure solenoid relevant with the fault clutch control (perhaps solenoid 82 or solenoid 81) trends towards odd gear pressure P o or even number gear pressure P e are directed to the clutch (first clutch CA or second clutch CB) relevant with the fault clutch control, as Clutch Control pressure.But, owing to not producing odd gear pressure P o by the odd gear pressure solenoid 78 that disconnects (closing), do not produce even number gear pressure P e by the even number gear pressure solenoid 77 that disconnects (closing) yet, so there is not following risk, namely the clutch relevant with the fault clutch control (first clutch CA or second clutch CB) remains on its jointing state undesirably.That is to say, being similar to the mode of engine stop-state, the automatic clutch relevant with fault (unusually) clutch control (among first clutch CA and the second clutch CB any) can adopt and be same as the identical mode of other automatic clutches of being correlated with non-fault (normally) clutch control and switch and remain on the state of being disengaged.

Therefore, even when also not producing even number gear pressure P e owing to producing odd gear pressure P o, can't carry out automaitc shfit along the direction of cancellation (during starts gear pushes state), AMT still remains in " during starts gear pushes state " thus, also engine power can not be sent to transmission output shaft 11.Therefore, can avoid following abnormal conditions, that is, even when N shelves that the driver select to be used for is stopped, the wish that vehicle is run counter to the driver in engine start begins mobile.

As mentioned above, step S16 and S18 and even number gear pressure solenoid 77 and the odd gear pressure solenoid 78 common idle periods that are used as are tackled device (perhaps idle period is tackled part unusually) unusually.

Be back to step S16, when the answer of step S16 is negatory (no), namely, the selected operation of AMT grade during judging engine start is neither also non-P shelves of N shelves, in other words, the selected operation shelves as AMT are that program advances to S19 from step S16 when travelling shelves (D or R shelves).

At step S19, check to judge the direction of speed change device of rotatablely moving between anomalistic period, this direction according to following combination judge (i) " during starts gear pushes state " (during starts forward gear push state or during starts backward gear push state) and (ii) " do not expect keep engage automatic clutch fault " (second clutch CB fault of not expecting to keep the first clutch CA fault that engages or not expecting to keep to engage), { (i)+(ii) } judged via corresponding steps S12 and S14, with respect to selected Vehicle Driving Cycle shelves (to overtake shelves, namely, drive (D) shelves, shelves backward perhaps travel, that is be " normal rotation direction " or " opposite sense of rotation " (R) shelves, backward).

When the response of step S19 is negatory (no), namely, when the selected shelves that travel are that shelves are (namely to overtake, the D shelves) but according to the direction of rotational motion speed changer between the anomalistic period of the combination judgement of " do not expect keep engage automatic clutch fault " and " during starts gear pushes state " be when rotating backward the direction of speed changer, to travel backward shelves (namely when selecting the shelves that travel perhaps, the R shelves) but according to the direction of rotational motion speed changer between the anomalistic period of the combination judgement of " do not expect keep engage automatic clutch fault " and " during starts gear pushes state " be that program advances to step S18 from step S19 when rotating forward the direction of speed change.As previously mentioned, by step S18, odd gear pressure solenoid 78 and even number gear pressure solenoid 77 all are to disconnect (closing).When odd gear pressure solenoid 78 and even number gear pressure solenoid 77 all are when disconnecting (closing), even when engine-driving oil pump 4 is to finish when discharging machine oil after the engine start by step S1313, do not produce odd gear pressure P o by odd gear pressure solenoid 78, do not produce even number gear pressure P e by even number gear pressure solenoid 77 simultaneously yet.

Therefore, adopt with select the similar mode of N shelves (referring among Fig. 5 from the flow process of step S16 to S18), shelves (D or R shelves) and result of determination are " opposite sense of rotation " in the situation that select to travel, even the actuator solenoid relevant with " during starts gear pushes state " connected (unlatching) by AMT controller 47 thereby odd gear pressure P o or even number gear pressure P e is supplied to corresponding gear shifting actuator (gear shifting actuator 50 in four actuator solenoid 71-74,52, in 53 and 54 any), automaitc shfit can not be carried out along the direction that " during starts gear pushes state " is cancelled, this is because do not produce odd gear pressure P o by odd gear pressure solenoid 78, the even number gear pressure P e that is not also produced by even number gear pressure solenoid 77.Therefore, AMT can not be switched to intermediateness from " during starts gear pushes state ".

On the other hand, because " do not expect keep engage automatic clutch fault " that first clutch CA or second clutch CB keep not expecting engaging, so the Clutch Control pressure solenoid relevant with the fault clutch control (solenoid 82 or solenoid 81) trends towards odd gear pressure P o or even number gear pressure P e are directed to the clutch (first clutch CA or second clutch CB) of being correlated with the fault clutch control as Clutch Control pressure.But, because do not produce odd gear pressure P o by the odd gear pressure solenoid 78 that disconnects (closing), do not produce even number gear pressure P e by the even number gear pressure solenoid 77 that disconnects (closing) yet, so there is not following risk, that is, the clutch relevant with the fault clutch control (first clutch CA or second clutch CB) remains on its jointing state undesirably.That is to say, being similar to the mode of engine stop-state, can adopting the mode identical with other automatic clutches that are associated with non-fault (normally) clutch control to switch with the related automatic clutch (any among the first and second clutch CA-CB) of fault (unusually) clutch control and remain on the state of being disengaged.

Therefore, even can not be when the direction that " during starts gear pushes state " is cancelled is carried out and therefore AMT still remains in " during starts gear pushes state " in the automaitc shfit owing to not producing that odd gear pressure P o does not produce even number gear pressure P e yet, engine power can not be sent to transmission output shaft 11 yet.Therefore, select to be used for to overtake D shelves even can avoid as the driver, and vehicle is run counter to the abnormal conditions that driver's wish begins to move backward in engine start, and select to be used for the R shelves that travel backward as the driver, and vehicle is run counter to the abnormal conditions that driver's wish moves forward in engine start.

As mentioned above, step S19 and S18 and even number gear pressure solenoid 77 and odd gear pressure solenoid 78 are jointly as the unusual reply device between grade selecting period that travels (the unusual reply part between grade selecting period of perhaps travelling).

On the contrary, when the answer of step S19 is certainty (being), namely, when the result of determination that obtains via step S19 represents " normal rotation direction ", namely, the direction of rotating mobile speed change between anomalistic period is identical with the direction of the selected shelves that travel of driver, more particularly, (1) direction of rotational motion speed changer is identical with the direction of the speed changer of rotation forward when between the anomalistic period of judging according to the combination of " do not expect keep engage automatic clutch fault " and " during starts gear pushes state ", and the selected shelves that travel are that shelves are (namely to overtake, the D shelves), perhaps (2) direction of rotational motion speed changer between according to the anomalistic period of the combination judgement of " do not expect keep engage automatic clutch fault " and " during starts gear pushes state " is identical with the direction of the speed changer that rotates backward, and the selected shelves that travel are to travel backward shelves (namely, the R shelves) time, program advances to step S20 from step S19.

At step S20, odd gear pressure solenoid 78 and 77 the two connection (unlatching) of even number gear pressure solenoid.Therefore, as usually, after motor was finished starting, odd gear pressure P o can produce by odd gear pressure solenoid 78, and even number gear pressure P e can produce by even number gear pressure solenoid 77 simultaneously.

On the one hand, in four actuator solenoid 71-74, the actuator solenoid relevant with " during starts gear pushes state " connected (unlatching) by AMT controller 47, then odd gear pressure P o or even number gear Pe are supplied to corresponding gear shifting actuator (any in the gear shifting actuator 50,52,53 and 54), so that automaitc shfit can be carried out along the direction that " during starts gear pushes state " is cancelled.Adopt this mode, AMT can switch to intermediateness from " during starts gear pushes state ".

On the other hand, not because " do not expect keep engage automatic clutch fault " that first clutch CA or second clutch CB keep not expecting engaging, the Clutch Control pressure solenoid relevant with the fault clutch control (solenoid 82 or solenoid 81) trends towards odd gear pressure P o or even number gear pressure P e are directed to the clutch (first clutch CA or second clutch CB) relevant with the fault clutch control, as Clutch Control pressure.Just at motor before the vehicle stop status triggering, automatic clutch must be held to discharge.But, by the gear pressure (odd gear pressure P o or even number gear pressure P e) that is directed to undesirably the clutch relevant with the fault clutch control (first clutch CA or second clutch CB), because " do not expect keep engage automatic clutch fault ", in other words, because Clutch Control pressure (odd gear Clutch Control pressure or even number gear clutch pilot pressure) is supplied to fault clutch (first clutch CA or second clutch CB) continuously from Clutch Control pressure solenoid (solenoid 82 or solenoid 81), the clutch relevant with the fault clutch control still remains on jointing state.

Beginning to the time period of finishing speed change (referring to step S135) from the previous described speed change that is used for cancellation " during starts gear pushes state ", when fault clutch (first clutch CA or second clutch CB) when still not expecting to engage, engine power may unexpectedly be sent to transmission output shaft 11, thus so that vehicle is mobile forward or backward along the direction of rotating mobile speed change between anomalistic period provisionally, it is not judged according to " do not expect keep engage automatic clutch fault " and the combination of " during starts gear pushes state ".

But the direction of rotational motion speed changer is with identical with respect to " normal rotation direction " (referring to flow process from step S19 to S20) of the selected shelves that travel between anomalistic period.Therefore, during engine start, it is mobile forward or backward that the driver has expected that vehicle begins from driver's select to travel time point of shelves (D or R shelves).Mobile and the direction of travel of travelling of vehicle is take the selected of driver or the shelves that travel wanted as basic.Can eliminate so any factitious sensation of the Vehicle Driving Cycle situation of not expecting of driver's experience.

As mentioned above, step S19 and S20 and even number gear pressure solenoid 77 and odd gear 78 are jointly as the unusual reply device between the working days that travels (the unusual reply part between the working days of perhaps travelling).

At step S21 subsequently, as previously mentioned, AMT switches to intermediateness by cancellation " during starts gear pushes state ", therefore can carry out automaitc shfit by switching between the speed change step, described gear is not in being included in and occurs in the related gear group (odd gear group or even number gear group) of clutch (first clutch CA or second clutch CB) in the fault-free clutch control of " do not expect keep engage automatic clutch fault ".That therefore, can avoid that vehicle can not travel does not expect situation.

Therefore, step S21 is also as the unusual reply device between the working days that travels (the unusual reply part between the working days of perhaps travelling).

In improved change control system, as from understanding step S17 shown in Figure 5, S18 and the S20, the on-off by odd gear pressure solenoid 78 and even number gear pressure solenoid 77 arranges control and whether produces odd gear pressure P o and whether produce even number gear pressure P e.That is, can only control each that whether produces odd gear pressure P o and even number gear pressure P e by the on-off setting of existing solenoid (that is, gear pressure solenoid 78 and 77) rather than with other solenoid valves.This can reduce system's installation time and cost, and reduces the manufacture cost of whole system.

In described embodiment's abnormal-period automatic shift control system (referring to Fig. 4) and improvement abnormal-period automatic shift control system (referring to Fig. 5), the counter-measure of " do not expect keep engage automatic clutch fault " that keeps not expecting engaging with respect to automatic clutch is described as an example of the double clutch automated manual transmission example, wherein, first clutch CA or second clutch CB kept engaging undesirably before engine start.As from above understanding, basic conception of the present invention can be applied to single clutch automated manual transmission and double clutch automated manual transmission, thereby avoids or prevent that motor vehicle from running counter to driver's wish and beginning mobile when engine start.But single clutch automated manual clutch (AMT) has a unique automatic clutch that is associated with all speed change steps and a unique clutch control that is used for single automatic clutch.Therefore, when basic conception of the present invention being applied among this single clutch AMT, the step S19 of Fig. 5 and S21 (the step S132 of Fig. 4 and S161) are just no longer necessary.In addition, the odd gear pressure solenoid 78 of (S112 of Fig. 4, S122, S133-S134, S142, S212, S222 and S232) shown in the step S17 of Fig. 5, S18 and the S20 and even number gear pressure solenoid 77 adopt a unique general gear pressure solenoid to replace.

The full content of Japanese patent application No.2007-302400 (submission on November 22nd, 2007) and 2008-183823 (submission on July 15th, 2008) is incorporated herein by reference.

Although foregoing is the explanation that realizes the preferred embodiments of the present invention, but it should be understood that, shown in the present invention is not limited to here and described specific embodiment, and can in the situation that does not break away from the scope of the present invention that limited by subsequently claim or marrow, carry out various changes and improvements.

Claims (16)

1. the abnormal-period automatic shift control apparatus of an automated manual transmission comprises:

Controller (47), this controller comprises:

(a) the first state-detection part (S110; S12), whether described automated manual transmission is in the first state that described automated manual transmission is pushed into gear to described the first state-detection part during engine start in order to detect;

(b) the second state-detection part (S110; S14), whether described the second state-detection part is in and automatic clutch (CA occurs in order to detect described automated manual transmission; CB) keep not expecting the second state of the wrong operation of motor that engages, described automatic clutch is to adopt at the described automated manual transmission that is used for transmitting engine power;

(c) idle period is tackled part (S111-S113,77-78 unusually; S16, S18,77-78), described idle period is unusually tackled part and is engaged and be disengaged the working medium of control and automaitc shfit and supply with as being used for automatic clutch in order to stop from the machine oil of engine-driving oil pump (4), be used for when selected operation shelves are neutral gear, under the state that described the first and second states occur simultaneously, prevent that motor vehicle from beginning mobile.

2. the abnormal-period automatic shift control apparatus of the automated manual transmission of motor vehicle, wherein, the rotation of motor (E) is by automatic clutch (CA; CB) input, use from the machine oil of Engine Driven Pump (4) as working medium, required gear engages and is disengaged control and realizes for the automaitc shfit of switching in the speed changer power train by automatic clutch, the described input of described motor (E) is rotated according to the gear of realizing and change speed, then export the rotation that changes through speed, wherein said device comprises:

Controller (47), this controller comprises:

(a) during starts gear pushes state-detection part (S110; S12), described during starts gear push state-detection part in order to detect described motor (E) during starts described automated manual transmission whether be in the during starts gear that described automated manual transmission is pushed into gear and push state;

(b) do not expect to keep the automatic clutch fault detection part (S110 that engages; S14), whether the described automatic clutch fault detection part of not expecting to keep to engage described automatic clutch (CA occurs in order to detect; CB) keep not expecting the wrong operation of motor that engages;

(c) idle period is tackled part (S111-S113,77-78 unusually; S16, S18,77-78), described idle period is unusually tackled part and is used for the working medium that automatic clutch engaged and be disengaged control and automaitc shfit in order to stop to supply with, and is in described during starts gear with the during starts described automated manual transmission at described motor (E) and pushes state and described automatic clutch (CA occurs; CB) keep not expecting under the condition of the wrong operation of motor that engages, when the neutral gear that machinery type is restricted is not adopted in the rotation of the selected operation shelves described automated manual transmission transferring power that is in that no thoroughfare and transmission output shaft (11), prevent that described vehicle from beginning mobile.

3. abnormal-period automatic shift control apparatus according to claim 2, wherein:

Described controller (47) also comprises:

(d) unusual reply part (S121-S122,77-78 during the park; S15, S17,77-78), unusual reply part is in order to allow supply to be used for the machine oil that automatic clutch engaged and be disengaged control and automaitc shfit during the described park, thereby, under the following conditions, when the rotation of the selected operation shelves described automated manual transmission transferring power that is that no thoroughfare and transmission output shaft (11) is subject to the park of restriction of machinery type, cancel described during starts gear and push state, wherein said condition is: described during starts gear pushes state-detection part (S110; S12) judge described motor (E) during starts described automated manual transmission be in described during starts gear and push state and describedly do not expect to keep the automatic clutch fault detection part (S110 that engages; S14) judge that Clutch Control pressure occurring remains on described automatic clutch (CA; CB) the described wrong operation of motor of the force value of maintenance joint.

4. abnormal-period automatic shift control apparatus according to claim 2, wherein:

Described idle period is tackled part (S111-S113,77-78) unusually also in order to start described motor (E), stops simultaneously to be used for the supply that automatic clutch engaged and be disengaged the machine oil of control and automaitc shfit; And

Described controller (47) also comprises:

(e) the unusual reply part (S132 that travels between grade selecting period, S134, S135,77-78), described travel between grade selecting period unusual reply part in order to: after motor starts, when switch to from described neutral gear can transferring power by described automated manual transmission the shelves and when identical based on the direction of travel of the described shelves that the travel direction of travel of judging and the combination judgement that pushes state and described wrong operation of motor based on described during starts gear of travelling, allow to supply with the machine oil that is used for the automatic clutch joint and is disengaged control and automaitc shfit, push state to cancel described during starts gear, and after motor starts, when switch to the shelves and when opposite based on the direction of travel of the described shelves that the travel direction of travel of judging and the combination judgement that pushes state and described wrong operation of motor based on described during starts gear of travelling from described neutral gear, be used for the supply that automatic clutch engaged and be disengaged the described machine oil of control and automaitc shfit in order to stop, mobile to prevent that described vehicle from beginning.

5. according to claim 2 or 3 described abnormal-period automatic shift control apparatus, wherein:

Described idle period is tackled part (S111-S113,77-78) unusually also in order to start described motor (E), stops simultaneously to be used for the supply that automatic clutch engaged and be disengaged the machine oil of control and automaitc shfit, and

Described controller (47) also comprises:

(f) unusual reply part (S141-S142,77-78) between the park selecting period, unusual reply part is in order to after described motor has started between this park selecting period, when the rotation of switch to from described neutral gear that no thoroughfare described automated manual transmission transferring power and transmission output shaft (11) is subject to the park of restriction of machinery type, be allowed for the supply that automatic clutch engaged and be disengaged the described machine oil of control and automaitc shfit, push state thereby cancel described during starts gear.

6. each described abnormal-period automatic shift control apparatus in 4 according to claim 2, wherein:

Described controller (47) also comprises:

(g) the unusual reply part (S18-S20,77-78) of travelling between the working days, described travel between the working days unusual reply part in order to: push state-detection part (S110 at described during starts gear; S12) the during starts described automated manual transmission of judging described motor (E) is in described during starts gear and pushes state and describedly do not expect to keep the automatic clutch fault detection part (S110 that engages; S14) judge that Clutch Control pressure occurring remains on described automatic clutch (CA; CB) under the condition of the described wrong operation of motor of the force value of maintenance joint, selected operation shelves be by described automated manual transmission can transferring power the shelves and when identical based on the direction of travel of the described shelves that the travel direction of travel of judging and the combination judgement that pushes state and described wrong operation of motor based on described during starts gear of travelling, be allowed for the supply that automatic clutch engaged and be disengaged the described machine oil of control and automaitc shfit, push state to cancel described during starts gear, and are the shelves and when opposite based on the direction of travel of the described shelves that the travel direction of travel of judging and the combination judgement that pushes state and described wrong operation of motor based on described during starts gear of travelling at described selected operation shelves, stop to be used for the supply that automatic clutch engaged and be disengaged the described machine oil of control and automaitc shfit, mobile to prevent that described vehicle from beginning.

7. each described abnormal-period automatic shift control apparatus in 4 according to claim 2, wherein, described automated manual transmission has a plurality of gear groups, and described automatic clutch is that each described gear group arranges;

Described controller (47) also comprises:

(g) the unusual reply part (S18-S20,77-78) of travelling between the working days, described travel between the working days unusual reply part in order to: push state-detection part (S110 at described during starts gear; S12) the during starts described automated manual transmission of judging described motor (E) is in described during starts gear and pushes state and describedly do not expect to keep the automatic clutch fault detection part (S110 that engages; S14) judge that Clutch Control pressure occurring remains on described automatic clutch (CA; CB) under the condition of the described wrong operation of motor of the force value of maintenance joint, selected operation shelves be by described automated manual transmission can transferring power the shelves and when identical based on the direction of travel of the described shelves that the travel direction of travel of judging and the combination judgement that pushes state and described wrong operation of motor based on described during starts gear of travelling, be allowed for the supply that automatic clutch engaged and be disengaged the described machine oil of control and automaitc shfit, push state to cancel described during starts gear; And are the shelves and when opposite based on the direction of travel of the described shelves that the travel direction of travel of judging and the combination judgement that pushes state and described wrong operation of motor based on described during starts gear of travelling at described selected operation shelves, stop to be used for the supply that automatic clutch engaged and be disengaged the described machine oil of control and automaitc shfit, mobile to prevent that described vehicle from beginning; And

The described unusual reply parts of shelves (S18-S21,77-78) of travelling are also in order to adopt unusual counter-measure, cancel described during starts after gear pushes state, by be included in the fault-free clutch control that described wrong operation of motor do not occur in the gear group that is associated of described automatic clutch in gear between switch and carry out automaitc shfit.

8. abnormal-period automatic shift control apparatus according to claim 2, wherein:

Described automated manual transmission comprises:

(a) gear pressure hydraulic module (59), this gear pressure hydraulic module (59), produce and are used for the gear pressure (Po of automaitc shfit as working medium in order to the machine oil that is used to drive oil pump (4) from motor; Pe), realize required gear; And

(b) clutch fluid die block (46), this clutch fluid die block is in order to according to described gear pressure (Po; Pe) produce Clutch Control pressure, this Clutch Control pressure is used for automatic clutch and engages and be disengaged control, and the automaitc shfit that is used for realizing in conjunction with gear pressure realizes the switching in the speed changer power train; And

Described idle period is tackled part unusually, and (59, mode of operation 77-78) is by allowing or stoping the supply of described machine oil to come execute exception reply control by means of produce switching gear pressure hydraulic module between state and the not generation state at gear pressure.

9. abnormal-period automatic shift control apparatus according to claim 3, wherein:

Described automated manual transmission comprises:

(a) gear pressure hydraulic module (59), this gear pressure hydraulic module (59), produce and are used for the gear pressure (Po of automaitc shfit as working medium in order to the machine oil that is used to drive oil pump (4) from motor; Pe), realize required gear; And

(b) clutch fluid die block (46), this clutch fluid die block is in order to according to described gear pressure (Po; Pe) produce Clutch Control pressure, this Clutch Control pressure is used for automatic clutch and engages and be disengaged control, and the automaitc shfit that is used for realizing in conjunction with gear pressure realizes the switching in the speed changer power train; And

Unusual reply part is switched gear pressure hydraulic module (59 by means of producing at gear pressure during the described park between state and the not generation state, mode of operation 77-78) is by allowing or stoping the supply of described machine oil to come execute exception reply control.

10. abnormal-period automatic shift control apparatus according to claim 4, wherein:

Described automated manual transmission comprises:

(a) gear pressure hydraulic module (59), this gear pressure hydraulic module (59), produce and are used for the gear pressure (Po of automaitc shfit as working medium in order to the machine oil that is used to drive oil pump (4) from motor; Pe), realize required gear; And

(b) clutch fluid die block (46), this clutch fluid die block is in order to according to described gear pressure (Po; Pe) produce Clutch Control pressure, this Clutch Control pressure is used for automatic clutch and engages and be disengaged control, and the automaitc shfit that is used for realizing in conjunction with gear pressure realizes the switching in the speed changer power train; And

Described unusual the reply partly by means of produce switching gear pressure hydraulic module (59 between state and the not generation state at gear pressure between grade selecting period of travelling, mode of operation 77-78) is by allowing or stoping the supply of described machine oil to come execute exception reply control.

11. each described abnormal-period automatic shift control apparatus in 10 according to claim 8, wherein:

Described gear pressure hydraulic module (59,77-78) comprises gear pressure solenoid (77; 78), in order to allow or to stop the supply of described machine oil by being switched on or switched off described gear pressure solenoid.

12. the abnormal-period automatic shift controlling method of an automated manual transmission comprises:

Whether detection is in the first state that described automated manual transmission is pushed into gear at the during starts automated manual transmission of motor (E);

Whether detect described automated manual transmission is in and Clutch Control pressure occurs and remain on automatic clutch (CA; CB) keep undesirably the second state of the wrong operation of motor of the force value of joint, wherein said automatic clutch is to adopt at the described automated manual transmission that is used for the transmission engine power;

Under the condition that described the first and second states occur simultaneously, when selected operation shelves are neutral gear, prevention is used for the working medium supply that automatic clutch engaged and be disengaged control and automaitc shfit from the machine oil conduct of engine-driving oil pump (4), in case the stop machine motor vehicle begins to move;

Under the condition that described the first and second states occur simultaneously, when selected operation shelves are park, allow to supply with described machine oil, to cancel described the first state.

13. abnormal-period automatic shift controlling method according to claim 12 also comprises:

Start described motor (E), under the produced simultaneously condition of described the first and second states, when selecting described neutral gear, stop to be used for automatic clutch and to engage and be disengaged and the supply of the machine oil of automaitc shfit.

14. abnormal-period automatic shift controlling method according to claim 13 also comprises:

After motor starts, when switching to the direction of travel of travelling shelves and judging based on the described shelves that travel from described neutral gear when identical based on the direction of travel of the combination judgement of described the first and second states, be allowed for the supply that automatic clutch engaged and be disengaged the machine oil of control and automaitc shfit, to cancel described the first state; And after motor starts, when switching to the direction of travel of travelling shelves and judging based on the described shelves that travel from described neutral gear when opposite based on the direction of travel of the combination judgement of described the first and second states, stop to be used for the supply that automatic clutch engaged and be disengaged the described machine oil of control and automaitc shfit, mobile to prevent that described vehicle from beginning.

15. abnormal-period automatic shift controlling method according to claim 13 also comprises:

After described motor has started, when switching to park from described neutral gear, be allowed for the supply that automatic clutch engaged and be disengaged the described machine oil of control and automaitc shfit, thereby cancel described the first state.

16. abnormal-period automatic shift controlling method according to claim 12 also comprises:

Under the condition that described the first and second states occur simultaneously, selected operation shelves be travel shelves and the direction of travel judged based on the described shelves that travel when identical based on the direction of travel of the combination judgement of described the first and second states, be allowed for the supply that automatic clutch engaged and be disengaged the described machine oil of control and automaitc shfit, to cancel described the first state; And described selected operation shelves be travel shelves and the direction of travel judged based on the described shelves that travel when opposite based on the direction of travel of the combination judgement of described the first and second states, stop to be used for the supply that automatic clutch engaged and be disengaged the described machine oil of control and automaitc shfit, mobile to prevent that described vehicle from beginning.

Images