WO2004036091A1 - 自動変速機の制御装置 - Google Patents
自動変速機の制御装置 Download PDFInfo
- Publication number
- WO2004036091A1 WO2004036091A1 PCT/JP2003/013445 JP0313445W WO2004036091A1 WO 2004036091 A1 WO2004036091 A1 WO 2004036091A1 JP 0313445 W JP0313445 W JP 0313445W WO 2004036091 A1 WO2004036091 A1 WO 2004036091A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- transmission
- speed
- gear
- shift
- clutch
- Prior art date
Links
- 230000005540 biological transmission Effects 0.000 claims abstract description 269
- 230000007935 neutral effect Effects 0.000 claims abstract description 71
- 239000000446 fuel Substances 0.000 claims abstract description 20
- 230000008859 change Effects 0.000 claims abstract description 13
- 238000001514 detection method Methods 0.000 claims description 57
- 230000000977 initiatory effect Effects 0.000 claims 2
- 238000002347 injection Methods 0.000 abstract description 14
- 239000007924 injection Substances 0.000 abstract description 14
- 238000000034 method Methods 0.000 description 65
- 230000008569 process Effects 0.000 description 62
- 230000007246 mechanism Effects 0.000 description 20
- 230000001360 synchronised effect Effects 0.000 description 15
- 230000000994 depressogenic effect Effects 0.000 description 9
- 239000012530 fluid Substances 0.000 description 8
- 230000004044 response Effects 0.000 description 8
- 238000010586 diagram Methods 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 240000002853 Nelumbo nucifera Species 0.000 description 1
- 235000006508 Nelumbo nucifera Nutrition 0.000 description 1
- 235000006510 Nelumbo pentapetala Nutrition 0.000 description 1
- 230000005856 abnormality Effects 0.000 description 1
- 239000000470 constituent Substances 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 230000000881 depressing effect Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
- B60W10/111—Stepped gearings with separate change-speed gear trains arranged in series
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18054—Propelling the vehicle related to particular drive situations at stand still, e.g. engine in idling state
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
- F16H61/702—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/46—Signals to a clutch outside the gearbox
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H2061/047—Smoothing ratio shift by preventing or solving a tooth butt situation upon engagement failure due to misalignment of teeth
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/18—Preparing coupling or engaging of future gear
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/20—Timing of gear shifts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/40—Shifting activities
- F16H2306/44—Removing torque from current gears
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/40—Shifting activities
- F16H2306/46—Uncoupling of current gear
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/40—Shifting activities
- F16H2306/50—Coupling of new gear
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/40—Shifting activities
- F16H2306/52—Applying torque to new gears
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2312/00—Driving activities
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2312/00—Driving activities
- F16H2312/02—Driving off
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2312/00—Driving activities
- F16H2312/16—Coming to a halt
Definitions
- the present invention relates to a control apparatus for a gear-type automatic transmission, and more particularly, to an improvement in response speed of an automatic transmission having a clutch.
- the present invention also relates to a technique for smoothly stopping during idle-up control.
- the present invention relates to a shift control device of a multi-stage transmission in which an auxiliary transmission is connected to an output side of a main transmission, and more particularly to a technique for eliminating a batting state of a synchromesh mechanism in the auxiliary transmission.
- the present invention has been made in view of the above-described conventional problems, and when the vehicle is stopped from a traveling state, the gear type transmission is shifted to the neutral position, and then the friction clutch is held in the disengaged state. It is an object of the present invention to provide a control device for an automatic transmission, which eliminates the need to disconnect a friction clutch during acceleration and improves response speed.
- the engine is provided with an idle-up device, for example, in order to stabilize engine rotation at low water temperature and to quickly complete warm air.
- This idol The engine has a manual idle-up device that increases the engine speed during idling when the driver operates the idle program, and automatically controls the engine speed during idling according to the coolant temperature.
- the idle-up rotation speed is set to be higher than the neutral position shift rotation speed, the idle-up control is performed.
- the driver who stops the vehicle from the running state performs the brake operation, the engine speed does not fall below the neutral position shift speed, and the gear transmission does not shift to the neutral position. For this reason, the driver depresses the brake pedal more than necessary and forcibly lowers the engine rotation speed, thereby lowering the engine rotation speed below the gearshift rotation speed in the neutral position. It needed to be in position. In this case, the operation feeling of the brake is deteriorated. Also, the brake load may increase more than necessary.
- the present invention has been made in view of the above-described conventional problems, and in a vehicle provided with an idle-up device, when stopping from a traveling state, it is determined that the vehicle is in an idle-up state based on engine torque, and It is an object of the present invention to provide a control device for a mechanical automatic transmission that smoothly stops by shifting to a neutral position.
- tractors that pull trailers are often equipped with multi-stage transmissions to improve running performance due to the heavy vehicle weight.
- the mainstream has been becoming the mainstream, in which a subtransmission is connected in series with the main transmission to share a part of the gear train of the main transmission and reduce the size.
- a technology has been proposed that realizes an efficient automatic transmission by electronically controlling a mechanical clutch and a multi-stage transmission (Japanese Patent Application Laid-Open No. 2001-165925). reference).
- a split and a range as an auxiliary transmission are respectively connected to an input side and an output side of a main transmission, and each of the shift stages of the main transmission is shifted by half and the gear ratio is also changed.
- the range is switched when the main transmission is in the neutral state, and the main transmission is shifted to the predetermined shift stage after the range is cut off in order to reduce the load on the synchromesh mechanism (synchronous inertia) in the range. Is performed.
- the main transmission is switched after the range switching is completed. Therefore, if a batting condition occurs in the range, the switching of the main transmission is not started. Therefore, since the main gear and the main shaft do not match, the main shaft does not rotate even when the clutch is connected, and relative rotation cannot be generated between the main shaft and the range gear. For this reason, when a range has a battering condition, for example, the range can only be switched by slowly starting with the range set to the high gear.
- the present invention has been made in view of the above-described conventional problems, and in a multi-stage transmission in which an auxiliary transmission is connected to an output side of a main transmission, a synchromesh in an auxiliary transmission is changed by changing a shift control content.
- An object of the present invention is to provide a speed change control device for a multi-stage transmission in which the batting state of the mechanism is eliminated. Disclosure of the invention
- a control device for an automatic transmission comprises: a drive system of a vehicle in which a gear type transmission and a friction clutch are connected in series; A speed changeover device to be operated, a clutch drive device to disconnect and connect the friction clutch, an operation state detection device to detect an operation state of the engine, and a detection signal from the operation state detection device, and the detection is performed. And a control unit that outputs a control signal to the shift switching device and the clutch drive device based on the signal.
- the control unit determines whether or not a driver's intention to stop is satisfied, and disconnects the friction clutch when determining that the driver's intention to stop is satisfied.
- a first shift control for shifting the gear transmission to a neutral position, and after the friction clutch is cut off and the gear transmission is shifted to a neutral position by the first shift control, When the accelerator opening exceeds a predetermined value, the gear-type transmission is shifted to a gear corresponding to the vehicle speed, and a second shift control for connecting the friction clutch is performed. 13 ⁇ 4
- the friction clutch is disengaged by the clutch driving device, the state is maintained, and the gear change transmission is shifted to the neutral position by the speed change switching device.
- the accelerator pedal is depressed by the driver and the accelerator opening exceeds a predetermined value, the gear-type transmission is shifted to a speed corresponding to the vehicle speed, and the friction clutch is connected.
- the second shift control when the vehicle speed is less than the first predetermined value, it can be determined that the vehicle is re-accelerated (restarted) from an extremely low speed just before stopping. Then, by gradually connecting the friction clutch through a half-clutch state, for example, a shock-down during the connection is prevented.
- the control unit can also be configured to shift the gear type transmission to the starting stage. In such a case, when the vehicle stops, the gear-type transmission is shifted to the starting stage and the friction clutch is disconnected, so that the vehicle can be started simply by connecting the friction clutch.
- the accelerator opening is less than the predetermined value, and the vehicle speed is reduced to the second speed. If it is less than the predetermined value of 3, the fourth shift control for connecting the friction clutch can be performed.
- the fourth shift control is performed after the friction clutch is disengaged and the gear type transmission is shifted to the neutral position by the first shift control.
- 5 can be performed so as to connect the friction clutch when the state of 5 is less than the predetermined value for a predetermined time.
- the stop intention determination is performed when the gear type transmission is shifted to the driving stage, the brake is operating, and the engine speed is less than a predetermined value or the vehicle speed is less than a fourth predetermined value. It can be determined that the condition is satisfied.
- a gear position detecting device for detecting a gear position of a gear type transmission, and a speed changeover device for switchingly driving the gear type transmission are provided.
- An operation state detection device that detects an operation state of the engine; and a control unit that receives a detection signal from the operation state detection device and outputs a control signal to the speed changeover device based on the detection signal.
- the control unit determines whether the driver has an intention to decelerate based on the detection value of the operating state detecting device, and based on the engine torque detected by the operating state detecting device, sets the engine to an idle-up state. It is determined whether or not the vehicle speed is detected by the shift speed detection device is a traveling speed, and the vehicle speed detected by the driving state detection device is determined by the determination of deceleration intention that there is a will to decelerate. When the idle speed is less than the first predetermined value, and when it is determined that the vehicle is in the idle-up state by the idle-up determination, a shift control for shifting the gear position of the gear transmission to the neutral position is performed.
- the engine it is determined whether the engine is in the idle-up state based on the engine torque.
- the speed of the transmission is the traveling speed, the driver has a willingness to decelerate, the vehicle speed is less than the first predetermined value, and it is determined that the vehicle is in the idle-up state, the transmission is in neutral.
- the gear is shifted to the position. Thereby, even when the idle-up rotation speed is set to be higher than the shift rotation speed at the neutral position, the gear can be shifted to the neutral position when stopping from the running state.
- the deceleration intention determination is based on the detection value of the lotus state detection device, and determines that the driver has a deceleration intention when the brake is operating or the accelerator opening is less than a second predetermined value. can do.
- the brake operation is performed or the operation of stopping the depressing of the accelerator pedal is performed, so when these conditions are satisfied, it is determined that the driver is willing to decelerate. Good.
- the idle-up determination is performed when the fuel supply amount to the engine that is substantially proportional to the engine torque detected by the operating state detection device is equal to or greater than a third predetermined value.
- the determination can be performed, and an increase in the control load can be suppressed.
- a shift control device for a multi-stage transmission in which an auxiliary transmission is connected to an output side of a main transmission according to a third embodiment of the present invention, a shift operation device that performs a switching operation of the auxiliary transmission;
- a main transmission switching drive for switching the main transmission, an auxiliary transmission switching drive for switching the sub-transmission, an operating condition detecting device for detecting an operating condition of the engine, and the operating condition detecting device.
- a control unit for inputting the detection signal and outputting a control signal to the main speed changeover drive device and the speed changeover drive device based on the detection signal.
- the control unit determines whether or not the vehicle is stopped based on the detection value of the operating state detection device. Next, it is determined whether or not the speed change device has performed a speed change operation of the auxiliary transmission to a traveling stage. And, when it is determined that the vehicle is stopped and it is determined that the shift operation has been performed, the switching drive of the auxiliary transmission driving device is started, and then, when the switching of the auxiliary transmission is completed, or When the switching of the subtransmission is not completed even after a predetermined time has elapsed from the start of the switching, the switching drive of the main transmission by the main transmission driving device is started.
- the switching of the transmission is started prior to the switching of the main transmission. Then, the switching of the sub transmission is started, and when the switching is completed, the switching of the main transmission is started. On the other hand, if the switching is not completed within a predetermined time after the switching of the sub-transmission is started, it is determined that the batting state has occurred in the synchromesh mechanism of the sub-transmission, and the switching of the sub-transmission has not been completed. Then, the switching of the main transmission is started.
- the “batting state” refers to a state in which the synchronized side and the synchronized side of the synchromesh mechanism are completely stopped, and the ends of the chamfers of the synchronizer sleeve and the synchronizer ring are opposed to each other.
- the main transmission is shifted with the synchronizer sleeve of the synchromesh mechanism in the sub-transmission pressed against the gear to be synchronized. Machine is switched. And in this state, the clutch is connected Then, the main shaft of the main transmission and the countershaft of the ij transmission are rotated by the output of the engine, and a relative rotation is generated between the main transmission and the synchronizer sleeve of the synchromesh mechanism in the auxiliary transmission. For this reason, the batting state in the auxiliary transmission is canceled, and switching can be performed. In addition, the impact of the switching of the main transmission may shake the main shaft, and the putting state in the auxiliary transmission may be canceled.
- the stop determination may be based on the vehicle speed detected by the driving state detection device, and determines whether the vehicle is stopped.
- a clutch is further connected to an input side of the main transmission, and a switching state detection device for detecting a switching state of the main transmission; An operating state detecting device for detecting an operating state.
- the shift operation determination is performed by switching the sub-transmission when the neutral position state of the main transmission is detected by the switching state detection device and the clutch disengagement is detected by the operation state detection device. It can be determined whether or not a shift operation to the accompanying traveling stage has been performed. As a result, it is possible to accurately detect the intention of the vehicle driver to start the vehicle, and appropriate shift control of the multi-stage transmission is performed in accordance with the intention.
- FIG. 1 is a configuration diagram of a vehicle including a control device for an automatic transmission according to a first embodiment of the present invention.
- FIG. 2 is a main routine flow chart showing shift control contents in the embodiment.
- FIG. 3 is a flowchart of a subroutine for performing start clutch control in the embodiment.
- FIG. 4 is a flowchart of a subroutine for performing clutch loose connection control in the embodiment.
- FIG. 5 is a flowchart showing another embodiment of the shift control content shown in FIG.
- FIG. 6 is a configuration diagram of a vehicle including a control device for an automatic transmission according to a second embodiment of the present invention.
- FIG. 7 is a flowchart showing a control procedure in the automatic transmission control unit in the embodiment.
- FIG. 8 is a time chart showing a test driving state of the vehicle in the embodiment.
- FIG. 9 is a vehicle configuration diagram provided with a shift control device for a multi-speed transmission according to a third embodiment of the present invention.
- FIG. 10 is an explanatory diagram of a configuration of the multi-stage transmission in the embodiment.
- FIG. 11 is a flowchart showing control contents of the multi-stage transmission in the embodiment.
- FIG. 12 is a flowchart showing control contents of the multi-stage transmission in the embodiment. '' Best mode for carrying out the invention
- FIG. 1 shows a control device for an automatic transmission according to a first embodiment of the present invention.
- a gearbox type transmission (hereinafter referred to as “transmission”) 14 is attached to the engine 10 via a friction clutch (hereinafter referred to as “clutch”) 12, which constitutes the drive system of the vehicle.
- the engine 10 includes a fuel injection pump 18 whose fuel injection amount is controlled by an engine control unit 16 incorporating a microcomputer, and an engine speed sensor 20 which detects the engine speed Ne. And are attached.
- the output shaft of a clutch booster 22 as a clutch driving device is connected to the clutch 12, and a clutch stroke sensor 24 for detecting a stroke L of the clutch booster 22 is attached to the clutch 12.
- the transmission 14 has an electromagnetic valve 28 that is opened and closed by a transmission control unit 26 with a built-in microcomputer, and is operated by a hydraulic fluid to switch its gear position with working fluid. Equipment) 30 is attached. Further, the transmission 14 includes a position sensor 32 for detecting a gear position, a vehicle speed sensor 34 for detecting a vehicle speed V from a rotation speed of an output shaft thereof, and a force sensor for detecting a rotation speed Nc of a counter shaft. The rotation speed sensor 36 and are mounted.
- the transmission control unit 26 implements the determination of the intention to stop the vehicle, the first shift control, the second shift control, the third shift control, and the fourth shift control.
- an accelerator opening sensor 40 that detects the accelerator opening ⁇ through the amount of depression of an accelerator pedal 38, a brake switch 44 that detects that the brake pedal 42 has been depressed,
- a shift lever 46 for inputting a shift instruction of the transmission 14 and a display monitor 48 for displaying a shift state of the transmission 14 are provided.
- the display monitor 48 may incorporate a notification device such as a buzzer for notifying the end of a shift, the occurrence of an abnormality, and the like.
- FIG. 2 to FIG. 4 show a first embodiment of the shift control content by the transmission controller unit 26.
- the shift control is repeatedly executed at predetermined time intervals after the start of the engine 10.
- step 1 based on the signal from the position sensor 32, the transmission 14 is in a position other than the neutral position, that is, the traveling stage (forward or reverse). Is determined. If the speed of the transmission 14 is shifted to a position other than the neutral position, the process proceeds to step 2 (Yes), and if the speed of the transmission 14 is shifted to the neutral position, the process stands by (No).
- step 2 it is determined whether or not the brake is ON (operating) based on the signal from the brake switch 44. If the brake is operating, the process proceeds to step 3 (Yes), and if the brake is not operating, the process returns to step 1 (No).
- step 3 based on the signal from the engine speed sensor 20, it is determined whether or not the engine speed Ne is less than a predetermined value. If the engine speed Ne is less than the predetermined value, the process proceeds to step 4 (Y e s), and if the engine speed Ne is equal to or more than the predetermined value, the process returns to step 1 (N o). It should be noted that it may be determined whether or not the vehicle speed V is lower than a predetermined value based on a signal from the vehicle speed sensor 34 instead of the engine speed Ne.
- Steps 1 to 3 a series of processes in Steps 1 to 3 is the determination of the stopping intention condition.
- step 4 the clutch booth 22 is controlled to disengage the clutch 12. After the clutch 12 is disconnected, the state is maintained.
- step 5 the solenoid valve 28 is operated to supply the working fluid to the actuator 30 to start shifting the transmission 14 to the neutral position.
- step 6 it is determined based on the signal from the position sensor 32 whether or not the transmission 14 has completed shifting to the dual-neutral position. If the shift to the neutral position is completed, the process proceeds to step 7 (Yes), and if the shift to the neutral position is not completed, the process returns to step 5 (No).
- steps 4 to 6 correspond to the first shift control.
- step 7 it is determined based on the signal from the vehicle speed sensor 34 whether or not the vehicle speed V is equal to or higher than 2 km / h (a second predetermined value). If the vehicle speed V is 2 km / h or more, the process proceeds to step 8 (Yes), and if the vehicle speed V is less than 2 km / h, the process proceeds to step 14 (No).
- step 8 based on the signal from the accelerator opening sensor 40, it is determined whether or not the accelerator opening 0 is equal to or greater than a predetermined value. Then, the accelerator opening 0 is equal to or greater than a predetermined value. If so, proceed to step 9 (Yes), and if the accelerator opening ⁇ is less than the predetermined value, proceed to step 15 ( ⁇ ).
- step 9 the gear position (including the neutral position) corresponding to the vehicle speed V detected by the vehicle speed sensor 34 is determined with reference to an optimal shift map (not shown).
- step 10 a gear set command corresponding to the gear position determined in step 9 is output. More specifically, the operating fluid is supplied to the actuator 30 by operating the solenoid valve 28, and the transmission 14 is shifted to that speed.
- step 11 it is determined based on the signal from the vehicle speed sensor 34 whether or not the vehicle speed V is equal to or higher than 5 bn / h (first predetermined value). If the vehicle speed V is 5 km / h or more, the process proceeds to step 12 (Yes), and if the vehicle speed V is less than 5 kmh, the process proceeds to step 13 (No).
- step 12 the clutch booster 22 is controlled to connect the clutch 12.
- step 13 the subroutine shown in Fig. 3 is executed to execute the start clutch control when starting.
- step 14 the solenoid valve 28 is operated to supply working fluid to the actuator 30, and the transmission 14 is shifted to the shift speed at the start (starting speed). It is desirable that the starting stage is determined, for example, according to the load weight.
- step 7 and step 14 corresponds to the third shift control.
- step 15 it is determined whether or not a predetermined time has elapsed since the clutch 12 was disengaged and the transmission 14 was shifted to the neutral position. If the predetermined time has elapsed, it is determined that the vehicle will stop, and the process proceeds to step 12 to connect the clutch 12 (Yes). On the other hand, if the predetermined time has not elapsed, the process returns to step 7 (No). Instead of determining whether or not the predetermined time has elapsed, it may be determined that the vehicle stops when the vehicle speed V is lower than the predetermined value.
- step 8 a series of processes in step 8, step 12 and step 15
- Fig. 3 shows the details of the processing performed by the Sakare-jin that controls the starting clutch.
- step 21 it is determined based on a signal from the accelerator opening sensor 40 whether or not the accelerator opening ⁇ is equal to or greater than a predetermined value. If the accelerator opening 0 is equal to or greater than the predetermined value, the process proceeds to step 22 (Y es), and if the accelerator opening 0 is less than the predetermined value, the process waits (No).
- the clutch 22 controls the clutch booster 22 to quickly connect the clutch 12.
- step 23 it is determined based on the signal from the clutch stroke sensor 24 whether or not the clutch stroke L has become equal to or less than a predetermined value.
- the predetermined value is a value for determining whether or not the clutch 12 is in a half-clutch state, and is set to an appropriate value according to the characteristics of the clutch 12. If the clutch stroke L is equal to or less than the predetermined value, the process proceeds to step 24 (Yes), and if the clutch stroke L is larger than the predetermined value, the process returns to step 22 (No).
- step 24 in order to completely connect the clutch 12 from the half-clutch state, a subroutine for loosely connecting the clutch 12 according to the operating state (see FIG. 4) is called.
- step 25 based on the signals from the engine speed sensor 20 and the count speed sensor 36, it is determined whether or not the engine speed Ne substantially matches the count speed Nc. If the engine rotation speed Ne and the counter rotation speed Nc substantially match, the process proceeds to step 26 (Y es). If the engine rotation speed Ne and the power center rotation speed Nc do not substantially match, step 2 is executed. Return to 4 (No).
- step 26 the clutch booth 22 is controlled so that the clutch 12 is completely connected.
- FIG. 4 shows the processing content of a subroutine for performing the loose clutch connection control.
- step 31 the engine speed Ne is read from the engine speed sensor 20.
- step 32 the engine speed is calculated based on the rate of change of the engine speed Ne.
- step 33 it is determined whether the engine rotation speed Ne is low and whether the engine rotation acceleration is small or negative. Then, if such a condition is satisfied, the processing in this subroutine is terminated (Y e s), and if such a condition is not satisfied, the process proceeds to step 34 (No).
- step 34 it is determined whether "the engine speed Ne is high and the engine speed cu is low" or "the engine speed Ne is low and the engine speed ⁇ is high”. Then, if such a condition is satisfied, the process proceeds to step 35 (Y e s), and if the condition is not satisfied, the process proceeds to step 36 (No).
- step 35 the clutch booster 22 is controlled, and the clutch 12 is slowly connected or the connection amount is reduced.
- step 36 the clutch booth 22 is controlled so that the clutch 12 is engaged early or the amount of connection is slightly increased.
- the condition for stopping the vehicle is satisfied when the brake is operated and the engine speed Ne is less than a predetermined value when the transmission 14 is in the traveling gear. Can be determined.
- the transmission 14 is shifted to the neutral position while the clutch 12 is disengaged and the state is maintained.
- the vehicle speed V is 2 km / h or more and the accelerator opening ⁇ exceeds a predetermined value, a shift is performed according to the vehicle speed V at that time. If the vehicle speed V is 5 km / h or more after the shift is performed, it is determined that the vehicle is re-accelerated from a low speed, and the clutch 12 is engaged.
- the clutch 12 is kept in the disengaged state, the response speed can be improved without having to disconnect the clutch again. Further, when the vehicle is stopped, the transmission 14 is shifted to the start position and the clutch 12 is disconnected, so that the vehicle can be started only by connecting the clutch 12. For this reason, the response speed when starting can be improved. Further, in re-acceleration from an extremely low speed, the clutch 12 is controlled to be loosely connected, so that, for example, a smooth start can be performed while preventing a shock or engine stall in the connection.
- FIG. 5 shows another embodiment of the shift control contents by the transmission control unit 26.
- the details of the shift control in this embodiment are the same as those in the previous embodiment in steps 1 to 7, and therefore only different control contents will be described.
- step 41 it is determined based on a signal from the accelerator opening sensor 40 whether or not the accelerator opening 0 is equal to or greater than a predetermined value. If the accelerator opening 0 is equal to or more than the predetermined value, the process proceeds to step 42 (Y es). If the accelerator opening 0 is less than the predetermined value, the process proceeds to step 45 (No).
- step 42 a gear position (including a neutral position) corresponding to the vehicle speed V detected by the vehicle speed sensor 34 is determined with reference to an optimal speed change map (not shown).
- step 43 a gear set command corresponding to the shift speed determined in step 42 is output. Specifically, the solenoid valve 28 is actuated to supply working fluid to the actuator 30 and the transmission 14 is shifted to that speed.
- step 44 the clutch booster 22 is controlled so that the clutch 12 is engaged.
- step 45 it is determined based on the signal from the vehicle speed sensor 34 whether or not the vehicle speed V is lower than a predetermined value. If the vehicle speed V is lower than the predetermined value, it is determined that the vehicle stops. Then, go to step 4 4 (Yes). On the other hand, if the vehicle speed V is equal to or higher than the predetermined value, the process returns to step 7 (No). Instead of the vehicle speed V, it may be determined that the vehicle stops when a predetermined time has elapsed after the clutch 12 is disengaged and the transmission 14 is shifted to the neutral position.
- step 41 a series of processes in step 41, step 44, and step 45 correspond to the fourth shift control means.
- the shift control for stopping is performed, the clutch 12 is disengaged, and after the transmission 12 is shifted to the neutral position, the accelerator opening ⁇ is set to the predetermined value.
- the gear is shifted to a gear corresponding to the vehicle speed V at that time, and the clutch 12 is connected.
- the accelerator pedal 38 is depressed at a low speed toward stopping, the shift is performed with the clutch 12 disconnected, and there is no need to disconnect the clutch 12 again for re-acceleration.
- the response speed can be improved. If the accelerator opening ⁇ ⁇ is less than the predetermined value, it is determined that the vehicle stops, and the clutch 12 is connected.
- FIG. 6 shows a vehicle configuration including a control device for an automatic transmission according to a second embodiment of the present invention. Elements corresponding to the constituent elements in the first embodiment shown in FIG. 1 are indicated by adding 100 to the same numbers.
- a gear type transmission (hereinafter referred to as “transmission”) 114 is attached to the engine 110 via a friction clutch (hereinafter referred to as “clutch”) 112.
- the engine 110 also has a fuel injection pump 118 that can control the amount of fuel injected by an engine control unit 116 with a built-in microcomputer, and an engine speed sensor that detects the engine speed. 1 2 0 is attached.
- the output shaft of a clutch booth 122 as a clutch driving mechanism is connected to the clutch 112.
- the transmission 114 has an electromagnetic valve 128 that is controlled to open and close by an automatic transmission control unit 126 incorporating a microcomputer. Transmission changeover device) 130 is attached.
- the transmission 1 14 also has a position sensor 13 2 (gear position detecting device) for detecting a gear position, and a vehicle speed sensor 13 4 for detecting a vehicle speed from the rotation speed of its output shaft. It is.
- an accelerator opening sensor 140 that detects the accelerator opening through the amount of depression of the accelerator pedal 13 8, and a brake operation switch 14 that detects that the brake pedal 14 2 has been depressed 4 and a shift lever 1 4 6 for inputting a shift instruction for the transmission 1 14 are attached.
- the signal of the accelerator opening sensor 140 is input to the engine control unit 116, and the fuel injection pump 118 is controlled according to the accelerator opening.
- the automatic transmission control unit 126 receives the signals of the engine speed sensor 120, the position sensor 133, the vehicle speed sensor 134, the brake operation switch 144, and the shift lever 144.
- the clutch booster 122 and the solenoid valve 128 are controlled in order to perform automatic shift control while communicating with the engine control J-unit 116.
- Each of the above sensors or detection devices constitutes an operation state detection device.
- the automatic transmission control unit 126 performs control according to the flowchart shown in FIG. The control according to the illustrated flowchart is repeatedly performed at predetermined time intervals.
- step 101 (abbreviated as “S101” in the figure, the same applies hereinafter), the gear position of the transmission 114 detected by the position sensor 132 is changed to the neutral position. It is determined whether it is other than (the traveling stage). If it is determined that the position is other than the neutral position, the process proceeds to step 102. If it is determined that the position is not the neutral position, step 101 is repeated again.
- step 102 it is determined based on the signal from the brake operation switch 144 whether the brake pedal 144 is depressed (whether the brake is operating) or not. If it is determined that the brake pedal 14 2 is depressed, the process proceeds to step 104. If it is determined that the brake pedal 14 2 has not been depressed, the routine proceeds to step 103.
- step 103 it is determined whether or not the accelerator opening detected by the accelerator opening sensor 140 is less than a predetermined value (a second predetermined value).
- the predetermined value is set to an accelerator opening of 10% when the accelerator is fully opened. If it is determined that the accelerator opening is smaller than the predetermined value, the process proceeds to step 104. If it is determined that the accelerator opening is not less than the predetermined value, the process returns to step 101.
- a series of processes in steps 102 to 103 correspond to a deceleration intention determination unit. This is because when the vehicle is stopped from a running state, the brake operation is performed or the operation of stopping the depression of the accelerator pedal is performed.Therefore, by satisfying these conditions, the driver intends to decelerate. This is because it can be determined.
- step 104 the vehicle speed detected by the vehicle speed sensor 134 is set to a predetermined value (first (Predetermined value) is determined. If it is determined that the vehicle speed is lower than the predetermined value, the process proceeds to step 105. If it is determined that the vehicle speed is not less than the predetermined value, the process returns to step 101.
- first Predetermined value
- step 105 it is determined whether or not the engine speed detected by the engine speed sensor 120 is within a predetermined range.
- the predetermined range is set to an engine rotation speed at which the idler is stabilized, for example, from 650 rpm to 950 rpm. If it is determined that the engine speed is within the predetermined range, the process proceeds to step 106. If it is determined that the engine speed is not within the predetermined range, the process returns to step 101.
- step 106 it is determined whether the amount of fuel injected into the engine 110 controlled by the engine control unit 116 is equal to or greater than a predetermined value (third predetermined value).
- the predetermined value is set to a fuel injection amount at which the torque of engine 110 becomes 30% of the maximum torque. If it is determined that the fuel injection amount is equal to or more than the predetermined value, the process proceeds to step 107. If it is determined that the fuel injection amount is not equal to or more than the predetermined value, the process returns to step 101.
- the processing in step 106 corresponds to idle-up determination means.
- step 107 a control signal is sent to the clutch booth 122 to disconnect the clutch 112. Then, the process proceeds to step 108.
- a control signal is sent to the solenoid valve 128 to control the operation of the actuator 130, thereby shifting the gear stage of the transmission 114 to the neutral position. Then go to END to end the control. Note that a series of processing in steps 107 and 108 corresponds to the shift control means.
- the automatic transmission control unit 126 configured as described above first determines whether or not the control according to the present invention is necessary, based on whether or not the gear position is other than the neutral position.
- the control according to the present invention is necessary, when the brake pedal is depressed or the accelerator opening is smaller than the second predetermined value, it is determined that the driver (the driver intends to decelerate.
- the vehicle speed is less than the first predetermined value, the engine speed is within the predetermined range, and the fuel injection amount is equal to or more than the third predetermined value, it is determined that the vehicle is in the idle-up state.
- the transmission 1 1 4 is automatically shifted to the neutral position.
- FIG. 8 shows a time chart when the vehicle provided with the present embodiment was experimentally driven.
- the idle-up rotation speed is set to 900 rpm
- the neutral position shift rotation speed is set to 690 rpm.
- the engine speed decreases.However, before the engine speed reaches the neutral position shift speed, the engine torque exceeds the maximum torque of 30%. At this point, the transmission is shifted to the neutral position.
- FIG. 9 shows a vehicle configuration including a shift control device for a multi-speed transmission according to a third embodiment of the present invention.
- a multi-stage transmission 2 14 is attached to the engine 210 via a mechanical clutch (hereinafter referred to as “clutch”) 12. As shown in FIG. 10, the multi-stage transmission 2 14 is provided at the input side and the output side of the main transmission 2 14 A with at least a splitter 2 14 B as an auxiliary transmission for switching to a high speed stage or a low speed stage. And the range 2 14 C are connected to each other.
- a mechanical clutch hereinafter referred to as “clutch” 12
- the multi-stage transmission 2 14 is provided at the input side and the output side of the main transmission 2 14 A with at least a splitter 2 14 B as an auxiliary transmission for switching to a high speed stage or a low speed stage.
- the range 2 14 C are connected to each other.
- a split gear Zm5 for switching the split gear 2 14 B to the high-speed stage is freely fitted on the input shaft 3 2 2 for inputting the output of the engine 210, and a synchromesh mechanism is attached to the tip of the gear.
- the synchronizer hub 3 2 4 A constituting 3 2 4 is fixed.
- the drive shaft Zm4, the third gear Zm3, the second gear Zm2, and the first gear which constitute each shift stage of the main transmission 2 14 A are provided on the main shaft 26 coaxially arranged with the input shaft 3 22.
- the Zml and the repurse gear ZmR are each freely rotatably fitted, and a range higer Zrl for switching the range 214C to a high-speed stage is fixed to the end thereof.
- the drive shaft ⁇ 4 and the third gear Zm3, the second gear Zm2 and the first gear Zml, and the main shaft 26 between the first gear Zml and the reverse gear ZmR constitute a synchromesh mechanism 3 2 4 respectively.
- Sink opening niser hub 3 2 4 A is fixed.
- the in-counter shaft 3 28 has a split gear Zm5, a drive gear Zm4, a third gear Zm3, a second gear Zm2, and a first gear Zml.
- Third gear Zc3, counter second gear Zc2 and counter first gear Zcl are fixed.
- a counter repurse gear ZcR that is always in contact with the reverse gear ZmR is fixed to the main counter shaft 328 via a reverse idler gear ZmRl.
- a range low gear Zr2 which switches the range 214C to the low speed stage, is freely fitted to the output shaft 330, which is arranged coaxially with the main shaft 26, and is synchronized with one end thereof.
- a synchronizer 324 A constituting the mesh mechanism 324 is fixed.
- the range counter shaft 332 arranged in parallel with the output shaft 33 has a range gear high gear Zcrl and a range gear low gear Zcr2 which are always in contact with the range high gear Zrl and the range low gear Zr2. Fixed.
- a synchronizer sleeve 324 B which slides back and forth in the axial direction, is spline-coupled to the outer periphery of each synchronizer halve 324 A constituting the synchronizer mesh mechanism 324 by an actuator (not shown). .
- a synchronizer ring (not shown) is pressed against the friction surface of the synchronized gear, and the friction causes relative rotation between the synchronized gear and the synchronized gear. And the two are synchronized.
- the main transmission 2 14 A and the range 2 14 C constitute 6 shift stages, and each of these shift stages is a half stage by the split gear 2 14 B.
- the split gear 2 14 B By shifting, two forward gears and two reverse gears as shown in Table 1 are realized.
- the engine 210 has a control unit 226 with a built-in microcomputer and a fuel injection pump 218 that can control the amount of fuel injection, a rotation speed sensor 245 that detects the engine speed, and , Are attached. Further, the output shaft of a clutch booster 222 serving as a clutch driving mechanism is connected to the clutch 212, and a clutch stroke sensor 2 24 ( Operating state detecting means) is attached.
- the main transmission 2 14 A, the split gear 2 14 B and the range 2 1 4 are connected to the multi-stage transmission 2 14 via a solenoid valve 2 28 that is opened and closed by the control unit 2 26.
- Main actuating unit 230 that switches air pressure of C, split operating unit 254 and range actuating unit 256 are respectively attached.
- the multi-stage transmission 2 14 includes a main position sensor 2 3 2 for detecting shift stages of the main transmission 2 14 A, the split gear 2 14 B, and the range 2 14 C (switching state detecting means).
- a split position sensor 260 and a range position sensor 262 are respectively mounted.
- the multi-stage transmission 2 14 includes a vehicle speed sensor 2 34 that detects the vehicle speed from the rotation speed of the output shaft, and a main rotation speed sensor 2 3 6 that detects the rotation speed of the main counter shaft 3 28. , And a range rotation speed sensor 268 that detects the rotation speed of the range counter shaft 332 are attached.
- the cab there is an accelerator opening sensor 240 that detects the amount of depression of the accelerator pedal 238, a clutch pedal sensor 244 that detects that the clutch pedal 242 is depressed, and a multi-stage transmission. 2 4 6 (Shift lever) And input means).
- the shift lever 2 46 incorporates a 12 speed switch 24 A which designates whether or not to switch the splitter 2 14 B to 12 steps.
- the driver's cab is provided with a display monitor 248 for displaying the shift speed of the multi-stage transmission 214, a buzzer 282 for notifying the end of the shift and the like.
- the outputs of the sensors constituting the operating condition detecting device is inputted to the control unit 2 2 6 performs the fuel injection pump 2 1 8 is controlled, the automatic shift control or manual shift control according to the engine operating condition Thus, the clutch booster 222 and the solenoid valve 222 are controlled.
- the processing in the control unit 226 realizes the stop determination, the shift operation determination, the start of the sub-transmission switching drive, and the start of the main transmission switching drive.
- FIGS. 11 and 12 show the content of control of the multi-stage transmission 2 14 at the time of starting, which is executed by the control unit 2 26 every predetermined time.
- step 201 (abbreviated as “S201” in the figure, the same applies hereinafter), based on the output from the vehicle speed sensor 234, whether or not the vehicle is stopped, It is determined whether or not the rotation of the synchronizer sleeve 3 2 4 B of the synchromesh mechanism 3 2 4 is stopped. If it is determined that the vehicle is stopped, the process proceeds to step 202 (Yes), and if it is determined that the vehicle is not stopped (running), the process ends.
- step 201 corresponds to the stop determination means.
- step 202 it is determined based on the output from the clutch stroke sensor 222 whether or not the clutch 212 is disconnected. Then, if it is determined that the clutch 211 is disengaged, the process proceeds to step 203 (Yes), and if it is determined that the clutch 211 is engaged, the process ends (No).
- step 203 it is determined based on the output from the shift lever 246 whether or not the shift has been started. Then, if it is determined that the shift has been started, the process proceeds to step 204 (Yes), and if it is determined that the shift has not been started, the process is terminated (No).
- step 204 it is determined based on the output from the main position sensor 232 whether the main transmission 224A is in a neutral state. If it is determined that the main transmission 2 14 A is in the neutral state, the process proceeds to step 205 (Y es), and if it is determined that the main transmission 2 14 A is not in the neutral state, the process ends. Do
- step 205 it is determined based on the outputs from the main position sensor 232 and the shift lever 246 whether or not there is range switching. If it is determined that there is range switching, the process proceeds to step 206 (Yes :), and if it is determined that there is no range switching, the process ends (No). Note that a series of processing from Step 201 to Step 205 corresponds to a shift operation determining means. In step 206, the solenoid valve 228 for driving and controlling the range actuator 256 is operated to switch the range.
- step 207 it is determined whether or not the range switching has been completed based on the output from the range position sensor 262. If it is determined that the range switching has been completed, the process proceeds to step 209 (Yes), and if it is determined that the range switching has not been completed, the process proceeds to step 209 (No).
- step 208 it is determined whether or not a predetermined time has elapsed since the start of range switching based on the evening time built in the control unit 226. If it is determined that the predetermined time has elapsed, the process proceeds to step 209 (Yes), and if it is determined that the predetermined time has not elapsed, the process returns to step 207 (No).
- step 209 the solenoid valve 228 for driving and controlling the main actuator 230 is operated to switch the main transmission 218A.
- step 210 it is determined whether or not a predetermined time has elapsed since the start of switching of the main transmission 2114A, based on the evening time built in the control unit 2226. If it is determined that the predetermined time has elapsed, the process proceeds to step 211 (Yes), and if it is determined that the predetermined time has not elapsed, the process proceeds to step 211 (No).
- step 211 it is determined based on the output from the main position sensor 232 whether or not the switching of the main transmission 224A has been completed. If it is determined that the switching of the main transmission 2 14 A has been completed, the process proceeds to step 2 12 (Y e s) and waits for a predetermined time. On the other hand, if it is determined that switching of the main transmission 2 14 A has not been completed, the process returns to step 210 (No).
- step 2 13 the switching of the main transmission 2 14 A and the range 2 14 C should be stopped, and the solenoid valve 2 2 8 that drives and controls the main actuator 2 230 and the range actuator 2 56 Is stopped.
- Step 201 to Step 213 when the shift operation to the driving stage accompanied by the switching of the range 214C during the stop is performed, the main transmission 211A Prior to the switching, the range 2 14 C switching is started. Then, the switching of the range 214C is started, and when the switching is completed, the switching of the main transmission 214A is started. On the other hand, if the switching is not completed within a predetermined time after the switching of the range 2 14 C is started, it is determined that the backing state has occurred in the synchromesh mechanism 3 24 of the range 2 14 C, Switching of main transmission 2 14 A starts with range switching not completed.
- the impact caused by the switching of the main transmission 2 14 A may shake the main shaft 26, and the batting state in the range 2 14 C may be canceled. Therefore, even if a batting state occurs in the range 214C while the vehicle is stopped, the range change is completed as a result of the main transmission 216A switching being performed without the range switching being completed. The situation that the vehicle cannot be started can be reliably avoided. Since the shift control device for a multi-stage transmission according to the present invention is realized by only slightly changing existing control contents, the possibility of human error due to the change in the control contents is small, cost increases and reliability increases. It is possible to suppress the deterioration of the performance as much as possible.
- the switching of the main transmission is performed while the switching of the sub-transmission is not completed. Is started.
- relative rotation occurs between the main shaft of the main transmission and the counter shaft of the auxiliary transmission and the synchronizer sleeve of the synchromesh mechanism in the auxiliary transmission, and the batting state in the auxiliary transmission can be eliminated.
- Wear Also, the impact of the switching of the main transmission may shake the main shaft, and the batting state of the sub-transmission may be canceled.
- the control device for the automatic transmission according to the present invention has a good response when the vehicle decelerates and tries to stop, but stops and attempts to re-accelerate. Even if the vehicle is in the idle-up state, it is possible to stop the vehicle smoothly. Further, in the case of a multi-stage automatic transmission, even if the switching of the auxiliary transmission does not proceed smoothly, the auxiliary transmission is performed by the switching drive of the main transmission. It is possible to eliminate the batting state of the transmission, and in any case, the shift can be properly switched by the automatic transmission, which is extremely useful.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Control Of Transmission Device (AREA)
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/531,917 US7261673B2 (en) | 2002-10-21 | 2003-10-21 | Apparatus for controlling automatic transmission |
EP03756739A EP1555461B1 (en) | 2002-10-21 | 2003-10-21 | Controller for automatic speed changer |
Applications Claiming Priority (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2002-306177 | 2002-10-21 | ||
JP2002306177A JP2004144108A (ja) | 2002-10-21 | 2002-10-21 | 多段変速機の変速制御装置 |
JP2002-313373 | 2002-10-28 | ||
JP2002313373A JP2004150464A (ja) | 2002-10-28 | 2002-10-28 | 自動変速機の制御装置 |
JP2002-313374 | 2002-10-28 | ||
JP2002313374A JP4289865B2 (ja) | 2002-10-28 | 2002-10-28 | 自動変速機の制御装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2004036091A1 true WO2004036091A1 (ja) | 2004-04-29 |
Family
ID=32110652
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2003/013445 WO2004036091A1 (ja) | 2002-10-21 | 2003-10-21 | 自動変速機の制御装置 |
Country Status (3)
Country | Link |
---|---|
US (1) | US7261673B2 (ja) |
EP (3) | EP1555461B1 (ja) |
WO (1) | WO2004036091A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN108688640A (zh) * | 2017-04-07 | 2018-10-23 | 现代自动车株式会社 | 车辆行驶控制装置及其方法 |
Families Citing this family (24)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN100462595C (zh) | 2004-07-01 | 2009-02-18 | 雅马哈发动机株式会社 | 致动力传递机构和跨骑式车辆 |
EP1790546B1 (en) | 2004-07-01 | 2014-09-24 | Yamaha Hatsudoki Kabushiki Kaisha | Saddle riding-type vehicle |
WO2006011441A1 (ja) | 2004-07-26 | 2006-02-02 | Yamaha Hatsudoki Kabushiki Kaisha | 鞍乗り型車両の変速制御装置 |
JP4608298B2 (ja) | 2004-12-10 | 2011-01-12 | ヤマハ発動機株式会社 | 変速制御装置、変速制御方法及び鞍乗型車両 |
JP4863755B2 (ja) | 2006-04-18 | 2012-01-25 | ヤマハ発動機株式会社 | クラッチ用アクチュエータ、エンジンユニットおよび鞍乗型車両 |
JP4873543B2 (ja) | 2006-04-18 | 2012-02-08 | ヤマハ発動機株式会社 | 自動変速制御装置および車両 |
EP2055979A1 (en) * | 2006-02-24 | 2009-05-06 | Yamaha Hatsudoki Kabushiki Kaisha | Method of changing gears in automated manual transmission unit and automated transmission for vehicle |
JP4789688B2 (ja) | 2006-04-18 | 2011-10-12 | ヤマハ発動機株式会社 | クラッチ用アクチュエータ、エンジンユニットおよび鞍乗型車両 |
JP5164337B2 (ja) | 2006-04-18 | 2013-03-21 | ヤマハ発動機株式会社 | 自動変速制御装置および鞍乗型車両 |
JP4873542B2 (ja) | 2006-04-18 | 2012-02-08 | ヤマハ発動機株式会社 | 自動変速制御装置および車両 |
JP4931464B2 (ja) | 2006-04-18 | 2012-05-16 | ヤマハ発動機株式会社 | クラッチ制御装置および車両 |
JP5121159B2 (ja) | 2006-04-18 | 2013-01-16 | ヤマハ発動機株式会社 | 自動変速制御装置および車両 |
JP4972334B2 (ja) | 2006-04-18 | 2012-07-11 | ヤマハ発動機株式会社 | クラッチ用アクチュエータ、エンジンユニットおよび鞍乗型車両 |
JP5089056B2 (ja) | 2006-02-24 | 2012-12-05 | ヤマハ発動機株式会社 | クラッチ異常検出装置、自動クラッチ装置および鞍乗型車両 |
TWI293603B (en) | 2006-04-18 | 2008-02-21 | Yamaha Motor Co Ltd | Shift actuator, vehicle, and method of integrating vehicle |
JP4247646B2 (ja) * | 2007-08-31 | 2009-04-02 | 三菱自動車工業株式会社 | 車両の制御装置 |
DE102007041571A1 (de) * | 2007-09-01 | 2009-03-05 | Zf Friedrichshafen Ag | Verfahren zum Steuern und/oder Regeln einer Hybridantriebsanordnung |
JP5403050B2 (ja) * | 2009-03-12 | 2014-01-29 | トヨタ自動車株式会社 | 自動変速機の制御装置 |
SE534581C2 (sv) * | 2010-02-01 | 2011-10-11 | Scania Cv Ab | Förfarande och system vid koppling |
US8712651B2 (en) | 2012-06-18 | 2014-04-29 | Chrysler Group Llc | Control strategies for a multi-mode drive system |
DE102013003345A1 (de) * | 2013-02-27 | 2014-08-28 | Daimler Ag | Verfahren zum Lösen einer Zahn-auf-Zahn-Stellung und/oder einer Verklemmung in einer Nachschaltgruppe eines Gruppengetriebes eines Nutzkraftfahrzeugs |
US10265068B2 (en) | 2015-12-30 | 2019-04-23 | Ethicon Llc | Surgical instruments with separable motors and motor control circuits |
KR102080816B1 (ko) * | 2018-10-18 | 2020-02-24 | 엘에스엠트론 주식회사 | 농업용 작업차량의 변속기 제어장치 및 농업용 작업차량의 변속기 제어방법 |
WO2021244729A1 (en) | 2020-06-01 | 2021-12-09 | Volvo Truck Corporation | Method and system for disengaging a clutch during engine shutdown and vehicle comprising such a system |
Citations (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5481461A (en) * | 1977-12-08 | 1979-06-28 | Daikin Mfg Co Ltd | Fully automatic control method and apparatus for gear transmission |
JPS60103748U (ja) * | 1983-12-22 | 1985-07-15 | 日産ディーゼル工業株式会社 | 車両の自動変速装置 |
JPS61134438U (ja) * | 1985-02-13 | 1986-08-21 | ||
JPS6217436U (ja) * | 1985-07-18 | 1987-02-02 | ||
JPS62218245A (ja) * | 1986-03-20 | 1987-09-25 | Mazda Motor Corp | 車両用自動変速機の制御装置 |
JPS631840A (ja) * | 1986-06-23 | 1988-01-06 | Toyota Motor Corp | 副変速機を備えた車両用変速装置 |
JPS6334249A (ja) * | 1986-07-29 | 1988-02-13 | Toyota Autom Loom Works Ltd | 車両のギアシフト制御装置 |
JPH01114328U (ja) * | 1988-01-28 | 1989-08-01 | ||
JPH0487841A (ja) * | 1990-07-31 | 1992-03-19 | Hino Motors Ltd | 半自動変速制御装置 |
JPH0979374A (ja) * | 1995-09-14 | 1997-03-25 | Mitsubishi Motors Corp | 変速装置 |
JP2001092119A (ja) | 1999-09-22 | 2001-04-06 | Toray Ind Inc | 感光性ペースト、ディスプレイおよびディスプレイ用部材 |
JP2001165294A (ja) | 1999-12-14 | 2001-06-19 | Nissan Diesel Motor Co Ltd | 車両の自動変速装置 |
JP2001227630A (ja) | 2000-02-15 | 2001-08-24 | Nissan Diesel Motor Co Ltd | 車両の自動変速装置 |
JP2001254813A (ja) * | 2000-03-14 | 2001-09-21 | Isuzu Motors Ltd | 車両の変速装置 |
JP2002295527A (ja) * | 2001-03-28 | 2002-10-09 | Nissan Diesel Motor Co Ltd | 機械式変速機の制御装置 |
Family Cites Families (31)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS52147936A (en) | 1976-06-02 | 1977-12-08 | Mitsubishi Electric Corp | Random logic circuit using reading exclusive memory |
JPS58196237A (ja) | 1982-05-13 | 1983-11-15 | Daicel Chem Ind Ltd | ポリカ−ボネ−ト成形品の表面処理法 |
JPS59113551A (ja) | 1982-12-21 | 1984-06-30 | Mitsubishi Electric Corp | 磁気記録再生装置 |
JPS59113551U (ja) * | 1983-01-21 | 1984-07-31 | トヨタ自動車株式会社 | 電子制御式自動変速機 |
JPS6017781A (ja) | 1983-07-12 | 1985-01-29 | Fuji Xerox Co Ltd | 除電装置 |
JPS60103748A (ja) | 1983-11-09 | 1985-06-08 | Sony Corp | デイジタル信号伝送方式 |
JPS60108819A (ja) | 1983-11-18 | 1985-06-14 | Matsushita Electric Ind Co Ltd | 光学プリンタ |
JPS6163369A (ja) | 1984-09-04 | 1986-04-01 | Daihen Corp | 分離形ア−ク溶接機 |
JPS61146334A (ja) | 1984-12-17 | 1986-07-04 | Mikasa Kagaku Kogyo Kk | 多層粉粒体の製法 |
JPS61179250A (ja) | 1985-02-04 | 1986-08-11 | New Japan Chem Co Ltd | 塩化ビニル系樹脂組成物 |
DE3690165T1 (ja) * | 1985-03-29 | 1987-06-04 | ||
JPS6217436A (ja) | 1985-07-15 | 1987-01-26 | Horikiri Bane Seisakusho:Kk | コイルばね |
JPS62227824A (ja) * | 1986-03-28 | 1987-10-06 | Isuzu Motors Ltd | 自動クラツチ搭載車両のクラツチ制御装置 |
JPS639922A (ja) | 1986-06-30 | 1988-01-16 | Toshiba Corp | ウエハ接合装置 |
JPH02203535A (ja) | 1989-02-01 | 1990-08-13 | Toshiba Corp | 半導体装置の製造方法 |
US5081588A (en) * | 1990-03-26 | 1992-01-14 | Eaton Corporation | Start from stop control method |
JPH0622658A (ja) | 1991-01-04 | 1994-02-01 | Iseki & Co Ltd | ラベンダー胚様体カルスの製造方法 |
JPH0622658U (ja) * | 1992-08-24 | 1994-03-25 | 日産ディーゼル工業株式会社 | 変速機の変速制御装置 |
GB9312013D0 (en) * | 1993-06-10 | 1993-07-28 | Eaton Corp | Clutch disengage logic |
JP3157656B2 (ja) | 1993-07-30 | 2001-04-16 | 日産ディーゼル工業株式会社 | 車両の自動変速装置 |
JPH07236884A (ja) | 1994-02-28 | 1995-09-12 | Toshiharu Tsukada | 水の浄化及び滅菌処理装置 |
JP2629659B2 (ja) | 1996-04-22 | 1997-07-09 | 株式会社ニコン | 回路パターン形成方法 |
GB2346660B (en) * | 1996-05-11 | 2000-12-20 | Luk Getriebe Systeme Gmbh | Motor vehicle with control unit that produces a clutch actuation signal |
JPH11354349A (ja) | 1998-06-08 | 1999-12-24 | Sony Corp | ロータリトランス製造装置 |
JP3327257B2 (ja) | 1998-06-18 | 2002-09-24 | 日本電気株式会社 | ネッティングサービスシステム |
JP2000037097A (ja) | 1998-07-15 | 2000-02-02 | Matsushita Seiko Co Ltd | 風力発電装置 |
US6128974A (en) * | 1999-09-03 | 2000-10-10 | Eaton Corporation | Start gear engagement control for controller-assisted, manually shifted, synchronized, compound transmission with splitter section |
DE60032701T2 (de) * | 1999-10-12 | 2007-11-08 | Eaton Corp., Cleveland | Anfahrtssteuerung für ein servounterstütztes, manuell geschaltetes Splitter-Verbundgetriebe |
JP2001241542A (ja) * | 2000-02-25 | 2001-09-07 | Mitsubishi Motors Corp | 副変速機の変速制御装置 |
JP2002283882A (ja) * | 2001-03-28 | 2002-10-03 | Nissan Diesel Motor Co Ltd | 車両の自動変速装置 |
JP2002295517A (ja) | 2001-03-29 | 2002-10-09 | Aisin Seiki Co Ltd | クラッチの制御装置 |
-
2003
- 2003-10-21 EP EP03756739A patent/EP1555461B1/en not_active Expired - Fee Related
- 2003-10-21 EP EP10002554A patent/EP2208916B1/en not_active Expired - Fee Related
- 2003-10-21 WO PCT/JP2003/013445 patent/WO2004036091A1/ja active Application Filing
- 2003-10-21 EP EP10002553A patent/EP2194298B1/en not_active Expired - Fee Related
- 2003-10-21 US US10/531,917 patent/US7261673B2/en not_active Expired - Fee Related
Patent Citations (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5481461A (en) * | 1977-12-08 | 1979-06-28 | Daikin Mfg Co Ltd | Fully automatic control method and apparatus for gear transmission |
JPS60103748U (ja) * | 1983-12-22 | 1985-07-15 | 日産ディーゼル工業株式会社 | 車両の自動変速装置 |
JPS61134438U (ja) * | 1985-02-13 | 1986-08-21 | ||
JPS6217436U (ja) * | 1985-07-18 | 1987-02-02 | ||
JPS62218245A (ja) * | 1986-03-20 | 1987-09-25 | Mazda Motor Corp | 車両用自動変速機の制御装置 |
JPS631840A (ja) * | 1986-06-23 | 1988-01-06 | Toyota Motor Corp | 副変速機を備えた車両用変速装置 |
JPS6334249A (ja) * | 1986-07-29 | 1988-02-13 | Toyota Autom Loom Works Ltd | 車両のギアシフト制御装置 |
JPH01114328U (ja) * | 1988-01-28 | 1989-08-01 | ||
JPH0487841A (ja) * | 1990-07-31 | 1992-03-19 | Hino Motors Ltd | 半自動変速制御装置 |
JPH0979374A (ja) * | 1995-09-14 | 1997-03-25 | Mitsubishi Motors Corp | 変速装置 |
JP2001092119A (ja) | 1999-09-22 | 2001-04-06 | Toray Ind Inc | 感光性ペースト、ディスプレイおよびディスプレイ用部材 |
JP2001165294A (ja) | 1999-12-14 | 2001-06-19 | Nissan Diesel Motor Co Ltd | 車両の自動変速装置 |
JP2001227630A (ja) | 2000-02-15 | 2001-08-24 | Nissan Diesel Motor Co Ltd | 車両の自動変速装置 |
JP2001254813A (ja) * | 2000-03-14 | 2001-09-21 | Isuzu Motors Ltd | 車両の変速装置 |
JP2002295527A (ja) * | 2001-03-28 | 2002-10-09 | Nissan Diesel Motor Co Ltd | 機械式変速機の制御装置 |
Non-Patent Citations (1)
Title |
---|
See also references of EP1555461A4 |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN108688640A (zh) * | 2017-04-07 | 2018-10-23 | 现代自动车株式会社 | 车辆行驶控制装置及其方法 |
Also Published As
Publication number | Publication date |
---|---|
EP1555461B1 (en) | 2011-11-16 |
EP2194298B1 (en) | 2012-05-09 |
EP1555461A1 (en) | 2005-07-20 |
EP2208916B1 (en) | 2012-05-16 |
EP2208916A1 (en) | 2010-07-21 |
EP2194298A1 (en) | 2010-06-09 |
US20070087897A1 (en) | 2007-04-19 |
US7261673B2 (en) | 2007-08-28 |
EP1555461A4 (en) | 2010-01-06 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
WO2004036091A1 (ja) | 自動変速機の制御装置 | |
CN100434768C (zh) | 控制双离合器变速装置的方法 | |
JP4550612B2 (ja) | 車両用歯車式変速機の制御装置,制御方法及び制御システム | |
JPH08168110A (ja) | 電気自動車の変速制御方法 | |
US20080242505A1 (en) | Apparatus for and method of controlling automatic transmission | |
US20120010042A1 (en) | Load-sensitive automatic transmission system for agricultural electric vehicle | |
JP4529335B2 (ja) | 車輌の制御装置 | |
JP4289359B2 (ja) | 車両用自動クラッチの制御装置 | |
JP2016533460A (ja) | 惰性走行状態を終了する際に車両のマルチクラッチ変速機の変速段を予選択する方法 | |
WO2008041620A1 (fr) | Dispositif de commande d'embrayage pour des dispositif de transmission de puissance pour des véhicules | |
JP2004144108A (ja) | 多段変速機の変速制御装置 | |
JP2010065731A (ja) | 自動クラッチの学習制御装置 | |
JP3724491B2 (ja) | 車両用動力伝達装置のエンジン制御装置 | |
GB2491628A (en) | Inhibiting, delaying or slowing down clutch engagement due to unsuitable vehicle parameters | |
JP2584748B2 (ja) | 無段変速機の制御装置 | |
JP4529333B2 (ja) | 車輌の制御装置 | |
JP4529334B2 (ja) | 車輌の制御装置 | |
JP2007211945A (ja) | 車両の変速制御装置 | |
JP4289865B2 (ja) | 自動変速機の制御装置 | |
EP2177781A2 (en) | Clutch controller and method for controlling clutch | |
JP2004218671A (ja) | 自動クラッチ機構の制御装置 | |
JP2017219087A (ja) | デュアルクラッチ式変速機の制御装置 | |
JP4197820B2 (ja) | 副変速機を備えた変速機の変速制御装置 | |
JP2000249217A (ja) | 車両用自動クラッチの変速時制御装置 | |
JP4827382B2 (ja) | 自動変速装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AK | Designated states |
Kind code of ref document: A1 Designated state(s): CA CN KR US |
|
AL | Designated countries for regional patents |
Kind code of ref document: A1 Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LU MC NL PT RO SE SI SK TR |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application | ||
WWE | Wipo information: entry into national phase |
Ref document number: 2007087897 Country of ref document: US Ref document number: 10531917 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 20038A17283 Country of ref document: CN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2003756739 Country of ref document: EP |
|
WWP | Wipo information: published in national office |
Ref document number: 2003756739 Country of ref document: EP |
|
WWP | Wipo information: published in national office |
Ref document number: 10531917 Country of ref document: US |