JP2011001858A - Control method of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control method and a control device of an automobile capable of preventing unintentional movement of the vehicle even when a component of a starting clutch is damaged by collision of the vehicle and the starting clutch cannot be operated from an engagement position for transmitting driving force of an engine to a release position for disconnecting the driving force of the engine.SOLUTION: A power train control unit 100 detects a position of the starting clutch 9, and prohibits starting of a driving force source when the position of the starting clutch 9 is in the position for transmitting the driving force of the engine when a collision detection signal is detected from a collision detecting device 11.

Description

  The present invention relates to an automobile control method, and in particular, in an automatic transmission having a starting clutch that disconnects and contacts a driving force from an engine, the engine is stopped at the time of a vehicle collision and the engine is restarted based on an ignition switch signal. The present invention relates to an engine start system after a collision.

  Conventionally, a manual transmission vehicle is superior in fuel efficiency compared to a vehicle equipped with a transmission using a torque converter. However, it is difficult to operate the starting clutch and the accelerator in cooperation when starting. If the starting clutch and the accelerator are not properly operated at the time of starting, a shock occurs when the starting clutch is engaged, or if the starting clutch pressure is not sufficient, a so-called phenomenon of a sudden increase in engine speed will occur. In addition, a so-called engine stall may occur in which the engine stops when the start clutch is suddenly engaged while the engine speed is not sufficient or when the engine starts on a slope.

  In order to solve these problems, an automatic MT (automated manual transmission) system has been developed that uses a manual transmission mechanism to automate the switching of the starting clutch and gear.

  Automobiles with manual transmissions have better fuel efficiency than those equipped with transmissions using torque converters. Recently, automatic MT (automated manual) is a system that uses a manual transmission mechanism to automate clutch and gear changes.・ Transmission) has been developed. Like the conventional manual transmission, it has one starting clutch that can connect and disconnect the driving force between the engine and the transmission, but in the early automatic MT (automated manual transmission), shifting such as upshift and downshift Since the start clutch is disengaged / engaged when the gear is switched, an acceleration fluctuation may occur, which may cause the passenger to feel uncomfortable.

  Therefore, a so-called twin which has a plurality of input shafts and a plurality of starting clutches with respect to a driving force transmission shaft from the engine, and transmits torque by a transmission gear stage fastened by a meshing clutch provided on each shaft. The clutch automatic MT has begun to be put into practical use in recent years.

  Further, in a vehicle having a starting clutch, it is known that the starting clutch is disconnected when the distance to the front obstacle is less than a predetermined value in order to prevent a collision (see, for example, Patent Document 1). .

  Further, there is a known system that stops a fuel pump at the time of a vehicle collision and drives the fuel pump based on a start signal from an ignition switch when there is no fuel leakage in the fuel pipe after the collision (for example, Patent Document 2). reference).

JP 2005-163936 A Japanese Patent Laid-Open No. 9-249045

  However, even if the components of the start clutch are damaged due to a vehicle collision and the start clutch cannot be operated from the fastening position where the driving force of the engine is transmitted to the release position where the driving force of the engine is disconnected, Damage to the starting clutch components is not perceived.

  If the engine is driven by a driver's operation in a state where the components of the starting clutch are damaged, the vehicle may start unintentionally.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an automobile control method and a control apparatus for preventing an unintentional movement of a vehicle after a collision in a vehicle equipped with an automatic transmission having a starting clutch that disconnects and connects a driving force from an engine. There is.

  In order to achieve the above object, the present invention relates to a collision between a driving force source, a starting clutch that transmits the output torque of the driving force source by adjusting the position or load of a pressing member that presses the friction surface, and a vehicle collision. A collision detection device that detects and outputs a collision detection signal and means for stopping a driving force source based on the collision detection signal are used for controlling a vehicle, and based on the collision detection signal, the driving force After stopping the power source, when it is detected that the position of the starting clutch is at a position where the starting clutch transmits the output torque of the driving force source, starting of the driving force source is prohibited. It is. This method prevents the vehicle from starting unintentionally after the collision.

  ADVANTAGE OF THE INVENTION According to this invention, in the vehicle carrying the automatic transmission which has the starting clutch which connects / disconnects the driving force from an engine, it can prevent that a vehicle starts unintentionally after a collision.

1 is a first system configuration diagram showing an embodiment of a method for controlling an automobile according to the present invention. It is a flowchart which shows the control content of the control method of the motor vehicle by one Embodiment of this invention. It is a time chart which shows the operation | movement content after the vehicle collision in the control method of the motor vehicle by one Embodiment of this invention. It is a time chart which shows the operation | movement content after the vehicle collision in the control method of the motor vehicle by one Embodiment of this invention. It is a time chart which shows the operation | movement content after the vehicle collision in the control method of the motor vehicle by one Embodiment of this invention. It is a 2nd system block diagram which shows one Embodiment of the control method of the motor vehicle based on this invention. It is a 3rd system block diagram which shows one Embodiment of the control method of the motor vehicle based on this invention.

  Hereinafter, the configuration and operation of an automobile control apparatus according to an embodiment of the present invention will be described with reference to FIGS.

  First, the configuration of the automobile system controlled by the automobile control apparatus according to the present embodiment will be described with reference to FIG.

  FIG. 1 is a first configuration diagram of an automobile system controlled by an automobile control apparatus according to an embodiment of the present invention.

  The automobile system shown in FIG. 1 uses an automated manual transmission (automatic MT) as an automatic transmission.

  In the engine 7 as a driving force source, the intake air amount is controlled by a throttle (not shown) provided in an intake pipe (not shown), and a fuel amount corresponding to the intake air amount is injected from a fuel injection device (not shown). The Further, the ignition timing is determined from signals such as the air-fuel ratio and the engine speed determined from the intake air amount and the fuel amount, and ignition is performed by an ignition device (not shown). The fuel injection device includes an intake port method in which fuel is injected into an intake port or an in-cylinder injection method in which fuel is directly injected into a cylinder, and is determined by an operating range (engine torque and engine speed) required for the engine. It is desirable to select an engine that can reduce fuel consumption and has good exhaust performance. As a driving force source, not only a gasoline engine but also a diesel engine or a natural gas engine may be used.

  A start clutch 8 is interposed between the engine 7 and the transmission 9, and the pressing force of the start clutch 8 can be adjusted by controlling the position of the start clutch 8. Power can be transmitted. Further, by releasing the starting clutch 8, power transmission from the engine 7 to the transmission 9 can be cut off. In general, a dry single-plate friction clutch is used as the starting clutch 8, and the torque transmitted from the engine 7 to the transmission 9 can be adjusted by adjusting the pressing force of the starting clutch 8. The start actuator 61 of the start clutch 8 is composed of a motor (not shown) and a mechanical mechanism that converts the rotational motion of the motor into a linear motion. The power train control unit 100 provides a motor ( By controlling the current (not shown), the pressing force of the starting clutch 8 is controlled. The starting clutch 8 is applicable to any clutch capable of adjusting the torque to be transmitted, such as a wet multi-plate friction clutch or an electromagnetic clutch. The start clutch 8 is generally used in a vehicle equipped with a normal manual transmission, and the vehicle can be started by gradually pressing the start clutch 8.

  The engine 7 is controlled by the engine control unit 101, and an engine start permission flag is transmitted from the power train control unit 100 to the engine control unit 101 using the communication means 103. The engine control unit 101 sets the engine start permission flag to Based on this, the engine is driven or stopped.

  Further, a clutch position sensor 10 is connected to the power train control unit 100, and the engagement and release positions of the start clutch 8 can be detected.

  Moreover, the collision detection apparatus 11 is connected to the power train control unit 100, and it can detect whether the vehicle has collided. The collision detection device 11 may use an airbag operation signal.

  In addition, an ignition switch 12 is connected to the power train control unit 100, and the ignition switch operation by the driver can be detected.

  The power train control unit 100 is connected to a forced start switch 13 so that the engine can be forcibly started.

  The power train control unit 100 is connected to the display unit 14 so that the vehicle state can be notified to the driver.

  Next, with reference to FIG. 2, specific control contents by the vehicle control apparatus according to the present embodiment will be described.

  FIG. 2 is a flowchart showing an outline of the entire control content of the control device for the automatic transmission according to the embodiment of the present invention.

  The contents of FIG. 2 are programmed in the power train control unit 100 and repeatedly executed at a predetermined cycle. In other words, the processing of steps 201 to 208 below is executed by the power train control unit 100.

  In step 201, the power train control unit 100 determines whether or not the vehicle has collided based on a signal from the collision detection device 11. For example, an airbag operation signal may be used as the signal of the collision detection device 11.

  When the vehicle collision is confirmed in step 201, the engine start permission flag is cleared to 0 in order to stop the engine drive in step 202. In step 203, the starting clutch forced release control is executed.

  In step 204, the power train control unit 100 determines whether or not the driving vehicle has operated the ignition switch 11 to turn it on from the ignition switch OFF. In the state where the ignition switch is turned off after the collision, or the ignition switch is continuously turned on or the ignition switch is turned off, the process proceeds to step 202. If the driver turns the ignition switch from off to on, the process proceeds to step 205.

  In step 205, the power train control unit 100 detects the position of the starting clutch from the clutch position sensor 10.

  In step 206, the power train control unit 100 determines whether or not the forced start switch 13 is turned on by the driver.

  If the forced start switch 13 is ON, the process proceeds to step 208, the engine start permission flag is set to 1, and the engine is started.

  If the forced start switch 13 is OFF, the process proceeds to step 207, and the power train control unit 100 determines whether or not the starting clutch has been released to a position where the driving force of the engine is disconnected based on the clutch position detected in step 205. Determine.

  When the position of the starting clutch has been released to the position where the driving force is disconnected, the routine proceeds to step 208, the engine start permission flag is set to 1, and the engine is started.

  When the position of the starting clutch is not released to the position where the driving force is disconnected, the routine proceeds to step 202, where the engine start permission flag is kept at 0.

  Next, the operation after the vehicle collision in the automobile control apparatus according to the present embodiment will be described with reference to FIGS.

  3 to 5 are time charts showing the contents of the operation after a vehicle collision in the automobile control apparatus according to the embodiment of the present invention.

  First, the operation when the vehicle collision is detected by the power train control unit 100 and the engine is started again after the engine is stopped will be described with reference to FIG.

  The horizontal axis in FIG. 3 indicates time. The vertical axis in FIG. 3A indicates the ON / OFF state of the ignition switch. The vertical axis in FIG. 3B indicates a collision detection signal, where 0 indicates no collision and 1 indicates that there is a collision. The vertical axis in FIG. 3 (C) shows an engine start permission flag, where 0 is engine start non-permission and 1 is engine start permission. The vertical axis in FIG. 3D shows the clutch position sensor signal, and the clutch is operating in the fastening direction in which the driving force of the engine is transmitted as it increases from zero. The vertical axis | shaft of FIG.3 (E) has shown engine speed. The vertical axis in FIG. 3F indicates the ON / OFF state of the forced start switch.

  Before time t1, since the vehicle is in a running state, the ignition switch shown in FIG. 3A is ON, and the engine is in a driving state. Therefore, the engine start permission flag shown in FIG. It has become. Further, the clutch position sensor signal shown in FIG. 3 (D) is an engagement position for transmitting the driving force of the engine, and as shown in FIG. 3 (E), the engine speed depends on the engine torque and the vehicle load. It is rotating at a predetermined speed.

  When the vehicle collides or collides at time t1, the collision detection signal shown in FIG. 3B is set to 1 based on the signal from the collision detection device 11, and the clutch position is controlled by the clutch forced release control. The sensor signal starts to decrease and finally becomes zero. Also, the engine start permission flag shown in FIG. 3 (C) is cleared to 0, and the engine speed is reduced as shown in FIG. 3 (E) by the engine stop, and finally the engine speed becomes 0.

  At time t2, the driver turns off the ignition switch as shown in FIG.

  When the driver turns on the ignition switch as shown in FIG. 3 (A) at time t3, the power train control unit 100 releases the clutch position sensor signal shown in FIG. 3 (D) to cut off the driving force of the engine. When it is confirmed that the engine position is smaller than the determination position and the engine start permission flag shown in FIG. 3C is set to 1, the engine is started, and the engine speed starts increasing as shown in FIG. .

  When the driver depresses the accelerator at time t4, the engine speed increases as shown in FIG. 3 (E), the clutch position sensor signal shown in FIG. 3 (D) starts increasing, and the driving force of the engine increases. Start transmission.

  Next, the operation when the vehicle collision is detected by the power train control unit 100 and the engine cannot be started again after the engine is stopped will be described with reference to FIG.

  The horizontal axis in FIG. 4 indicates time. The vertical axis in FIG. 4A indicates the ON / OFF state of the ignition switch. The vertical axis in FIG. 4B indicates a collision detection signal, where 0 is no collision and 1 is collision. The vertical axis in FIG. 4 (C) shows an engine start permission flag, where 0 is engine start non-permission and 1 is engine start permission. The vertical axis in FIG. 4D indicates the clutch position sensor signal, and the clutch is operating in the fastening direction in which the driving force of the engine is transmitted as it increases from zero. The vertical axis | shaft of FIG.4 (E) has shown engine speed. The vertical axis in FIG. 4F indicates the ON / OFF state of the forced start switch.

  Before time t1, since the vehicle is in a running state, the ignition switch shown in FIG. 4A is ON, and the engine is in a driving state, so the engine start permission flag shown in FIG. It has become. Further, the clutch position sensor signal shown in FIG. 4 (D) is an engagement position for transmitting the driving force of the engine, and as shown in FIG. 4 (E), the engine speed depends on the engine torque and the vehicle load. It is rotating at a predetermined speed.

  When the vehicle collides or collides at time t1, the collision detection signal shown in FIG. 4B is set to 1 based on the signal from the collision detection device 11, and the clutch position is controlled by the clutch forced release control. The sensor signal starts to decrease and finally becomes zero. Also, the engine start permission flag shown in FIG. 4 (C) is cleared to 0, and the engine speed decreases as shown in FIG. 4 (E) by the engine stop, and finally the engine speed becomes 0.

  At time t2, the driver turns off the ignition switch as shown in FIG.

  At time t3, when the driver turns on the ignition switch as shown in FIG. 4A, the power train control unit 100 releases the clutch position sensor signal shown in FIG. Since it is confirmed that the engine position is larger than the determination position and the engine start permission flag shown in FIG. 4 (C) is held at 0 to prohibit the engine start, the engine speed is 0 as shown in FIG. 4 (E). That is, the engine stop state is maintained.

  Next, the operation when the vehicle collision is detected by the power train control unit 100 and the engine is started by the forced start switch after the engine is stopped will be described with reference to FIG.

  The horizontal axis in FIG. 5 indicates time. The vertical axis in FIG. 5A indicates the ON / OFF state of the ignition switch. The vertical axis in FIG. 5B indicates a collision detection signal, where 0 is no collision and 1 is collision. The vertical axis in FIG. 5C indicates an engine start permission flag, where 0 is not permitted to start the engine and 1 is permitted to start the engine. The vertical axis in FIG. 5D shows the clutch position sensor signal, and the clutch is operating in the fastening direction in which the driving force of the engine is transmitted as it increases from zero. The vertical axis | shaft of FIG.5 (E) has shown engine speed. The vertical axis in FIG. 5F indicates the ON / OFF state of the forced start switch.

  Before time t1, since the vehicle is in a running state, the ignition switch shown in FIG. 5A is ON, and the engine is in a driving state. Therefore, the engine start permission flag shown in FIG. It has become. Further, the clutch position sensor signal shown in FIG. 5 (D) is an engagement position for transmitting the driving force of the engine, and as shown in FIG. 5 (E), the engine speed depends on the engine torque and the vehicle load. It is rotating at a predetermined speed.

  When the vehicle collides or collides at time t1, the collision detection signal shown in FIG. 5B is set to 1 based on the signal from the collision detection device 11, and the clutch position is controlled by the clutch forced release control. The sensor signal starts to decrease and finally becomes zero. Further, the engine start permission flag shown in FIG. 5 (C) is cleared to 0, and the engine speed decreases as shown in FIG. 5 (E) by the engine stop, and finally the engine speed becomes 0.

  At time t2, the driver turns off the ignition switch as shown in FIG.

  When the driver turns on the ignition switch as shown in FIG. 5 (A) at time t3, the power train control unit 100 releases the clutch position sensor signal shown in FIG. 5 (D) to cut off the driving force of the engine. It is confirmed that the engine position is larger than the determination position, and the engine start permission flag shown in FIG. 5C is held at 0, thereby prohibiting the engine start. Therefore, as shown in FIG. That is, the engine stop state is maintained.

  When the driver turns on the forced start switch at time t4 as shown in FIG. 5 (F), the engine start permission flag shown in FIG. 5 (C) does not depend on the clutch position sensor signal shown in FIG. 5 (D). Is set to 1, the engine is started, and the engine speed starts increasing as shown in FIG.

  As described above, after the vehicle collision, it is confirmed that the position of the start clutch is a position where the start clutch cuts the driving force of the engine, and the engine starts unintentionally after allowing the engine to start. This can be prevented.

  When the vehicle needs to be moved, the driver can operate the forced start switch to start the engine.

  Next, a second configuration of the automobile system controlled by the automobile control apparatus according to the present embodiment will be described with reference to FIG.

  FIG. 6 is a skeleton diagram showing the configuration of an automobile system controlled by the automobile control apparatus according to an embodiment of the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

  In this configuration example, the transmission is configured as a twin clutch type multi-stage transmission including two friction transmission mechanisms.

  The automatic transmission 51 includes a first clutch 1208, a second clutch 1209, a first input shaft 1241, a second input shaft 1242, an output shaft 1243, a first drive gear 1201, a second drive gear 1202, and a third drive gear 1203. 4th drive gear 1204, 5th drive gear 1205, 1st driven gear 1211, 2nd driven gear 1212, 3rd driven gear 1213, 4th driven gear 1214, 5th driven gear 1215, 1st meshing transmission mechanism 1221 A second mesh transmission mechanism 1222, a third mesh transmission mechanism 1223, a rotation sensor 31, a rotation sensor 32, and a rotation sensor 33 are provided.

  Engagement of the first clutch 1208 transmits torque of the engine 7 to the first input shaft 1241, and engagement of the second clutch 1209 transmits torque of the engine 7 to the second input shaft 1242. The second input shaft 1242 is hollow, and the first input shaft 1241 passes through the hollow portion of the second input shaft 1242 and can move relative to the second input shaft 1242 in the rotational direction. ing.

  Engagement / release of the first clutch 1208 is performed by hydraulic pressure controlled by the electromagnetic valve 105a, and engagement / release of the second clutch 1209 is performed by hydraulic pressure controlled by the electromagnetic valve 105b.

  In addition, the input shaft rotational speed sensor 31 is provided as means for detecting the rotational speed of the first input shaft 1241, and the input shaft rotational speed sensor 33 is provided as means for detecting the rotational speed of the second input shaft 1242. It has been.

  On the other hand, the output shaft 1243 is provided with a first driven gear 1211, a second driven gear 1212, a third driven gear 1213, a fourth driven gear 1214, and a fifth driven gear 1215. The first driven gear 1211, the second driven gear 1212, the third driven gear 1213, the fourth driven gear 1214, and the fifth driven gear 1215 are provided to be rotatable with respect to the output shaft 1243.

  An output shaft rotation speed sensor 32 is provided as means for detecting the rotation speed of the output shaft 1243.

  Further, between the first driven gear 1211 and the third driven gear 1213, the first meshing state in which the first driven gear 1211 is engaged with the output shaft 1243 or the third driven gear 1613 is engaged with the output shaft 1243. A transmission mechanism 1221 is provided.

  Further, between the second driven gear 1212 and the fourth driven gear 1214, the third meshing gear is engaged with the second drive gear 1212 with the output shaft 1243 or with the fourth driven gear 1214 with the output shaft 1243. A transmission mechanism 1223 is provided.

  The fifth driven gear 1215 is provided with a second meshing transmission mechanism 1222 that engages the fifth driven gear 1215 with the output shaft 1243.

  Here, it is desirable that the mesh transmission mechanisms 1221, 1222, and 1223 include a friction transmission mechanism and use a synchronous mesh type that performs meshing by synchronizing the rotational speed by pressing the friction surface.

  The position of the first meshing transmission mechanism 1221 is moved by the shift actuator 73 and engaged with the first driven gear 1211 or the third driven gear 1213, so that the rotational torque of the second input shaft 1242 is changed to the first meshing. Can be transmitted to the output shaft 1243 via the transmission mechanism 1221.

  Further, the shift actuator 75 moves the position of the third meshing transmission mechanism 1223 and engages it with the second driven gear 1212 or the fourth driven gear 1214, thereby reducing the rotational torque of the first input shaft 1241. It can be transmitted to the output shaft 1243 via the three-mesh transmission mechanism 1223.

  Further, the position of the second mesh transmission mechanism 1222 is moved by the shift actuator 74 and engaged with the fifth driven gear 1215, so that the rotational torque of the second input shaft 1242 is converted to the second mesh transmission mechanism 1222. To the output shaft 1243.

  Further, by controlling the current of the electromagnetic valve 105a provided in the hydraulic mechanism 105 by the power train control unit 100 which is a control device, the pressure plate (not shown) provided in the first clutch 1208 is controlled, and the first The transmission torque of one clutch 1208 is controlled. That is, the hydraulic mechanism 105 and the electromagnetic valve 105 a are configured as an operating mechanism that operates the first clutch 1208.

  Further, the power train control unit 100 controls the current of the electromagnetic valve 105b provided in the hydraulic mechanism 105, thereby controlling the pressure plate 1209c (not shown) provided in the second clutch 1209, and the second clutch 1209. The transmission torque is controlled. That is, the hydraulic mechanism 105 and the electromagnetic valve 105 b are configured as an operating mechanism that operates the second clutch 1209.

  Further, the power train control unit 100 controls the currents of the electromagnetic valves 105c and 105d provided in the hydraulic mechanism 105, whereby the first meshing is performed via the hydraulic piston (not shown) provided in the shift actuator 73. The load or stroke position (first shift position) of the transmission mechanism 1221 can be controlled. The shift actuator 73 is provided with a position sensor (not shown) for measuring the first shift position.

  Further, the power train control unit 100 controls the currents of the electromagnetic valves 105e and 105f provided in the hydraulic mechanism 105, whereby the second meshing is performed via a hydraulic piston (not shown) provided in the shift actuator 74. The load or stroke position (second shift position) of the transmission mechanism 1222 can be controlled. The shift actuator 74 is provided with a position sensor (not shown) that measures the second shift position.

  Further, the power train control unit 100 controls the current of the solenoid valves 105g and 105h provided in the hydraulic mechanism 105, so that the third meshing is performed via a hydraulic piston (not shown) provided in the shift actuator 75. The load or stroke position (third shift position) of the transmission mechanism 1223 can be controlled. The shift actuator 75 is provided with a position sensor (not shown) for measuring the third shift position.

  The power train control unit 100 and the engine control unit 101 transmit / receive information to / from each other by the communication means 103.

  In this embodiment, the first clutch 1208 and the second clutch 1209, which are friction transmission mechanisms, are constituted by wet multi-plate clutches, but may be constituted by dry single-plate clutches, and by pressing the friction surface. The present invention can be applied to various friction transmission mechanisms that transmit power.

  Next, a third configuration of the automobile system controlled by the automobile control apparatus according to the present embodiment will be described with reference to FIG.

  FIG. 7 is a skeleton diagram of a system configuration example showing an embodiment of a control apparatus for an automobile equipped with an automatic transmission according to the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

  In this configuration example, the transmission is configured as a single clutch type multi-stage transmission having a starting clutch 8 between the engine 7 and the input shaft 41.

  In the automatic transmission 50, a starting clutch 8 is interposed between the engine 7 and the input shaft 41, and the pressing force of the starting clutch 8 can be adjusted by controlling the position of the starting clutch 8. Power can be transmitted from 7 to the input shaft 41. Further, by releasing the starting clutch 8, the power transmission from the engine 7 to the input shaft 41 can be cut off. In general, a dry single-plate friction clutch is used as the starting clutch 8, and the torque transmitted from the engine 7 to the input shaft 41 can be adjusted by adjusting the pressing force of the starting clutch 8. The start actuator 61 of the start clutch 8 is composed of a motor (not shown) and a mechanical mechanism that converts the rotational motion of the motor into a linear motion. A motor ( By controlling the current (not shown), the pressing force of the starting clutch 8 is controlled. The starting clutch 8 is applicable to any clutch capable of adjusting the torque to be transmitted, such as a wet multi-plate friction clutch or an electromagnetic clutch. The starting clutch 8 is generally used in a vehicle equipped with a normal manual transmission, and the vehicle can be started by gradually pressing the starting clutch 8.

  In addition, the power train control unit 100 controls the current of a motor (not shown) provided in the select actuator 63, so that the stroke position (select position) of a control arm (not shown) provided in the shift / select mechanism 24 is controlled. ) To control which of the sleeve 21, sleeve 22, and sleeve 23 is to be moved.

  Further, the power train control unit 100 controls the current of a motor (not shown) provided in the shift actuator 62, whereby the rotational force and rotational position of a control arm (not shown) provided in the shift / select mechanism 24 are controlled. The load or stroke position (shift position) for operating any one of the sleeve 21, the sleeve 22, and the sleeve 23 selected by the select actuator 63 can be controlled.

  Gears 1 and 4 are fixed to the input shaft 41, and mesh with gears 11 and 14 that are rotatably attached to the output shaft 42. Further, the gear 2, the gear 3, the gear 5, and the gear 6 are rotatably attached to the input shaft 41, and mesh with the gear 12, the gear 13, the gear 15, and the gear 16 fixed to the output shaft 42, respectively. is doing.

  An input shaft rotational speed sensor 31 is attached to the input shaft 41, and the input shaft rotational speed can be detected.

  An output shaft rotational speed sensor 32 is attached to the output shaft 42, and the output shaft rotational speed can be detected.

  Next, a synchronous mesh clutch comprising a sleeve and a synchronization device will be described.

  The synchronous mesh clutch is generally used in a vehicle equipped with a normal manual transmission, and this synchronization device can synchronize the rotation at the time of gear switching, and can facilitate the speed change operation.

  First, a description will be given of a synchronous mesh clutch including the sleeve 21, the synchronization device 51, and the synchronization device.

  The output shaft 42 is provided with a sleeve 21 that is directly connected to the gear 11 and the gear 14 and the output shaft 42. In order to transmit the torque of the gear 11 and the gear 14 to the output shaft 42, the sleeve 21 is connected to the output shaft 42. It is necessary to move the gear 11 or the gear 14 and the sleeve 21 directly. A synchronizing device 51 is provided between the gear 11 and the sleeve 21, and a frictional force is generated between the gear 11 and the synchronizing device 51 by pressing the sleeve 21 against the synchronizing device 51. At this time, torque is transmitted from the gear 11 to the sleeve 21 via the synchronization device 51, and the rotational speed of the gear 11 is synchronized with the rotational speed of the sleeve 21. When the rotation speed synchronization is completed, the sleeve 21 is directly connected to the gear 11. Similarly, a synchronization device 54 is provided between the gear 14 and the sleeve 21, and a frictional force is generated between the gear 14 and the synchronization device 54 by pressing the sleeve 21 against the synchronization device 54. At this time, torque is transmitted from the gear 14 to the sleeve 21 via the synchronization device 54, and the rotational speed of the gear 14 is synchronized with the rotational speed of the sleeve 21. When the rotation speed synchronization is completed, the sleeve 21 is directly connected to the gear 14.

  Next, a synchronous mesh clutch comprising the sleeve 22, the synchronizing device 52 and the synchronizing device 55 will be described.

  The input shaft 41 is provided with a sleeve 22 that is directly connected to the gear 2 and the gear 5 and the input shaft 41. In order to transmit the torque of the input shaft 41 to the gear 2 and the gear 5, the sleeve 22 is connected to the input shaft 41. It is necessary to move the gear 2 or the gear 5 and the sleeve 22 directly. A synchronization device 52 is provided between the gear 2 and the sleeve 22, and a frictional force is generated between the synchronization device 52 and the gear 2 by pressing the sleeve 22 against the synchronization device 52. At this time, torque is transmitted from the sleeve 22 to the gear 2 via the synchronization device 52, and the rotational speed of the sleeve 22 is synchronized with the rotational speed of the gear 2. When the rotation speed synchronization is completed, the sleeve 22 is directly connected to the gear 2. Similarly, a synchronization device 55 is provided between the gear 5 and the sleeve 22, and a frictional force is generated between the synchronization device 52 and the gear 5 by pressing the sleeve 22 against the synchronization device 55. At this time, torque is transmitted from the sleeve 22 to the gear 5 via the synchronization device 52, and the rotational speed of the sleeve 22 is synchronized with the rotational speed of the gear 5. When the rotation speed synchronization is completed, the sleeve 22 is directly connected to the gear 5.

  Next, a synchronous mesh clutch comprising the sleeve 23, the synchronization device 53, and the synchronization device 56 will be described.

  The input shaft 41 is provided with the sleeve 3 that is directly connected to the gear 3 and the gear 6 and the input shaft 41. In order to transmit the torque of the input shaft 41 to the gear 3 and the gear 6, the sleeve 23 is connected to the input shaft 41. It is necessary to move the gear 3 or 6 and the sleeve 23 directly. A synchronizing device 53 is provided between the gear 3 and the sleeve 23, and a frictional force is generated between the synchronizing device 53 and the gear 3 by pressing the sleeve 23 against the synchronizing device 53. At this time, torque is transmitted from the sleeve 23 to the gear 3 via the synchronization device 53, and the rotational speed of the sleeve 23 is synchronized with the rotational speed of the gear 3. When the rotation speed synchronization is completed, the sleeve 23 is directly connected to the gear 3. Similarly, a synchronizing device 56 is provided between the gear 6 and the sleeve 23, and a frictional force is generated between the synchronizing device 56 and the gear 6 by pressing the sleeve 23 against the synchronizing device 56. At this time, torque is transmitted from the sleeve 23 to the gear 6 via the synchronization device 56, and the rotational speed of the sleeve 23 is synchronized with the rotational speed of the gear 6. When the rotation speed synchronization is completed, the sleeve 23 is directly connected to the gear 6.

  Alternatively, by selecting either the sleeve 22 or the sleeve 23 and operating the shift / select mechanism 24, the sleeve 21, or the sleeve 22, or the sleeve 23 is changed to the gear 11, the gear 14, or the gear 2, Alternatively, the rotational torque of the input shaft 41 can be transmitted to the output shaft 42 by being directly connected to the gear 5, the gear 3, or the gear 6.

  In the present embodiment, a combination of a motor and a mechanical mechanism is used as the start actuator 61, the select actuator 62, and the shift actuator 63, but a hydraulic actuator using a solenoid valve or the like may be employed.

  As described above, the present invention can be applied to various automatic transmissions having a starting clutch that cuts off / cuts the driving force of the engine as an automatic transmission.

1 gear (1st gear)
2 gear (3rd gear)
3 Gear (5th gear)
4 Gear (2nd gear)
5 Gear (4th gear)
6 gear (6 speed)
7 Engine 8 Starting clutch 100 Power train control unit 101 Engine control unit 103 Communication means 1241 First input shaft 1242 Second input shaft 1243 Output shaft

Claims (3)

A driving force source, a starting clutch that transmits the output torque of the driving force source by adjusting the position or load of the pressing member that presses the friction surface, and a collision detection device that detects a vehicle collision and outputs a collision detection signal And a means for stopping the driving force source based on the collision detection signal, and used for controlling an automobile,
Based on the collision detection signal, after stopping the driving force source, if it is detected that the position of the starting clutch is at a position where the starting clutch transmits the output torque of the driving force source, the driving force A method for controlling an automobile, characterized by prohibiting starting of a power source. A starting clutch that transmits the output torque of the driving force source by adjusting the position or load of the driving force source and the pressing member that presses the friction surface, and a collision detection device that detects a vehicle collision and outputs a collision detection signal And a means for stopping the driving force source based on the collision detection signal, and a forced start switch for forcibly starting the driving force source.
Based on the collision detection signal, after stopping the driving force source, if it is detected that the position of the starting clutch is at a position where the starting clutch transmits the output torque of the driving force source, the forced start A method for controlling an automobile, characterized in that a driving force source is started by a switch. A driving force source and a plurality of starting clutches that transmit the output torque of the driving force source by adjusting the position or load of the pressing member that presses the friction surface, and a collision that detects a vehicle collision and outputs a collision detection signal Used to control an automobile having a detection device and means for stopping a driving force source based on the collision detection signal;
Based on the collision detection signal, after stopping the driving force source, if it is detected that any position of the plurality of starting clutches is a position to transmit the output torque of the driving force source, the driving A method of controlling an automobile, characterized by prohibiting starting of a power source.

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