Abstract:
A control apparatus for a synchromesh automatic transmission ( 3 ) for automatically changing over a plurality of speed gear stages from one to another in an internal combustion engine ( 1 ), which apparatus is capable of suppressing occurrence of rapid deceleration of the engine, engine blowup or like problems even when the accelerator pedal is manipulated during a period in which the throttle valve is being closed. The control apparatus includes an electromagnetic clutch ( 2 ), an accelerator pedal position sensor ( 13 ), an engine rotation speed sensor ( 15 ), and a control unit ( 4 ) arranged such that upon decision of start of upshift operation, a closing speed of an electronically controlled throttle valve ( 11 ) is arithmetically determined by the control unit ( 4 ) on the basis of a data map prepared in advance with opening degree of the throttle valve ( 11 ) being controlled in response to a command value issued by the control unit ( 4 ).

Description:
BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention generally relates to a control apparatus for a synchromesh type automatic transmission for an internal combustion engine of a motor vehicle. More particularly, the present invention is concerned with a technique for suppressing or mitigating a rapid or steep change of engine speed, e.g. rapid deceleration which may occur when an electromagnetic clutch is released upon starting of up-shift gear change operation. 
     2. Description of Related Art 
     As one of the methods of controlling the automatic transmission of synchromesh type, there may be mentioned a technique disclosed in Japanese Unexamined Patent Application Publication No. 35633/1985 (JP-A-60-35633). According to this control method, the clutch-releasing rate or speed (also referred as the clutch-off speed) and the throttle valve closing rate or speed are changed upon starting of the gear shift (speed change) operation in dependence on the depression stroke or position of an accelerator pedal which thus serves as a control parameter. 
     In the conventional control of the synchromesh type automatic transmission in which the depression stroke of the accelerator pedal is employed as the control parameter as mentioned above, there arises problems mentioned below. In general, correlation between the closing operation of the clutch and that of the throttle valve is not to be satisfactory. More specifically, when the accelerator pedal is manipulated during a period in which the throttle valve is controlled in the closing direction after the gear shift operation (speed change operation) has been started, there may arise such situation that the clutch remains yet to be opened (released) notwithstanding the throttle valve has reached the closed position or the clutch assumes the released (off) position before the throttle valve has reached the closed position, as a result of which rapid deceleration of the engine and hence the motor vehicle and/or a so-called engine blowup event may take place, giving rise to the problem. 
     SUMMARY OF THE INVENTION 
     In the light of the state of the art described above, it is an object of the present invention to provide a control apparatus for a synchromesh type automatic transmission which apparatus is capable of preventing or suppressing occurrence of raid deceleration of the engine, the engine blowup event or the like problem even when the accelerator pedal is manipulated in the course of the throttle valve being closed. To this end, the present invention teaches that when upshift operation is decided, a time point for starting the clutch releasing (clutch-off) operation is determined on the basis of a throttle valve closing speed which in turn is determined on the basis of the throttle opening degree at the time point for starting the upshift operation and the time taken for the clutch to be released or opened which time in turn is determined on the basis of a clutch exciting current and the engine rotation speed at the above-mentioned time point. 
     In view of the above and other objects which will become apparent as the description proceeds, there is provided according to a general aspect of the present invention a control apparatus for a synchromesh type automatic transmission for automatically changing over a plurality of speed gear stages from one to another in an internal combustion engine, which apparatus includes an electromagnetic clutch capable of assuming alternatively a torque transmitting state and a torque interrupting state in response to a change of an exciting current fed to the electromagnetic clutch, an accelerator pedal position sensor for detecting a depression stroke of an accelerator pedal, an engine rotation speed sensor for detecting a rotation speed (rpm) of the engine, an electronically controlled throttle valve for adjusting an intake air quantity of the engine on the basis of an output signal of the accelerator pedal position sensor, and a control unit receiving as inputs thereto output signals of the accelerator pedal position sensor and the engine rotation speed sensor, respectively, wherein the control unit is arranged such that upon decision of start of upshift operation, the control unit controls a closing rate or speed of the electronically controlled throttle valve on the basis of the output signal generated by the accelerator pedal position sensor at a time point when the start of upshift operation is decided, so that the electronically controlled throttle valve assumes a fully closed position when the electromagnetic clutch assumes an open (off) position. 
     With the arrangement of the synchromesh type automatic transmission described above, the time point for starting the clutch releasing (clutch-off) operation can be determined on the basis of the throttle valve closing rate or speed which in turn is determined on the basis of the throttle opening degree at the time point for starting the upshift operation and the time taken for the clutch to be released or opened which time in turn is determined on the basis of a clutch exciting current and the engine rotation speed at the above-mentioned time point. By virtue of this arrangement, rapid deceleration of the engine, the engine blowup event or the like problem which the conventional synchromesh type automatic transmission suffers due to unsatisfactory relation between the clutch-on position and the throttle-closed position can effectively be suppressed. 
     In a preferred mode for carrying out the invention, the control unit may be so designed as to estimate a time taken for the electronically controlled throttle valve to reach the fully closed position on the basis of the closing rate or speed of the electronically controlled throttle valve and the throttle opening degree thereof at the time point when the upshift operation is started. 
     With the arrangement of the synchromesh type automatic transmission described above, degradation of comfortableness of the speed change operation due to occurrence of rapid deceleration can positively be prevented. 
     In another mode for carrying out the invention, the control unit may preferably be so designed as to arithmetically determine a time taken for the electromagnetic clutch to assume the open (off) state on the basis of a preset value of the exciting current at a time point when the clutch releasing operation is started on one hand and the engine rotation speed on the other hand. 
     With the arrangement of the synchromesh type automatic transmission described above, degradation of comfortableness of the speed change operation due to occurrence of rapid deceleration of the engine and the so-called engine blowup phenomenon can satisfactorily be prevented. 
     In still another mode for carrying out the invention, the control unit may preferably be so designed as to arithmetically determine the time point at which the clutch releasing operation is started on the basis of a difference between the time taken for the electronically controlled throttle valve to assume the fully closed position and the time taken for the electromagnetic clutch to be released. 
     With the arrangement of the synchromesh type automatic transmission described above, degradation of comfortableness of the speed change operation due to occurrence of the rapid deceleration of the engine and the so-called engine blowup phenomenon can be prevented with enhanced reliability. 
    
    
     The above and other objects, features and attendant advantages of the present invention will more easily be understood by reading the following description of the preferred embodiments thereof taken, only by way of example, in conjunction with the accompanying drawings. 
     BRIEF DESCRIPTION OF THE DRAWINGS 
     In the course of the description which follows, reference is made to the drawings, in which: 
     FIG. 1 is a view showing schematically a structure of a control apparatus for a synchromesh type automatic transmission according to an embodiment of the present invention; 
     FIG. 2 is a view for illustrating a structure of a synchronizing mechanism for first to second speed gear change in the synchromesh type automatic transmission shown in FIG. 1; 
     FIG. 3 is a view showing schematically a structural arrangement of a shift/select actuator unit and a shifted/selected position sensor unit in the synchromesh type automatic transmission shown in FIG. 1; 
     FIG. 4 is a view showing graphically relations between shifted positions of a shift fork and output characteristics of a shifted position sensor in the synchromesh type automatic transmission according to the invention; 
     FIG. 5 is a view showing graphically relations between selected positions of the shift fork and output characteristics of a selected position sensor in the synchromesh type automatic transmission according to the invention; 
     FIG. 6 is a flow chart for illustrating a throttle valve closing control procedure and a clutch-off control procedure upon starting of the speed gear change in the synchromesh type automatic transmission according to the invention; 
     FIG. 7 is a view for graphically illustrating a relation between a throttle opening degree at the time point when a speed change operation is started and a throttle valve closing speed in the synchromesh type automatic transmission according to the invention; and 
     FIG. 8 is a view graphically showing relations between the clutch exciting current at a time point when the speed change operation is started and a clutch-off time at the time point when speed change operation is started at various engine rotation speeds employed as parameters in the synchromesh type automatic transmission according to the invention. 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     The present invention will be described in detail in conjunction with what is presently considered as preferred or typical embodiments thereof by reference to the drawings. In the following description, like reference characters designate like or corresponding parts throughout the several views. Also in the following description, it is to be understood that such terms as “left”, “right”, “front” and “rear” the like are words of convenience and are not to be construed as limiting terms. 
     FIG. 1 is a view showing a structure of the control apparatus for a synchromesh type automatic transmission according to an embodiment of the present invention. In the figure, reference numeral  1  generally denotes an internal combustion engine (also referred to simply as the engine),  2  denotes an electromagnetic clutch (also referred to simply as the clutch),  3  denotes generally the synchromesh type automatic transmission, and reference numeral  4  denotes a control unit. 
     The engine  1  is equipped with an intake pipe  10  in which a throttle valve  11  is disposed. The opening degree of the throttle valve  11  is detected by a throttle position sensor  9  which is mounted on the intake pipe  10  at a position in the vicinity of the throttle valve  11 , the output signal of the throttle position sensor  9  being supplied to the control unit  4 . 
     Further, the depression stroke of the accelerator pedal (not shown) manipulated by a driver of the motor vehicle equipped with the engine system now concerned is detected by a accelerator pedal position sensor  13 . More specifically, the accelerator pedal position sensor  13  is so designed as to generate an output signal indicative of the accelerator pedal depression stroke, which signal is also supplied to the control unit  4 . The control unit  4  processes the output signal of the accelerator pedal position sensor  13  to arithmetically determine a desired throttle valve opening position which conform to the accelerator pedal depression stroke, whereon the control unit  4  controls the throttle valve  11  by means of a throttle valve actuator  12  via a feedback loop on the basis of deviation or difference between the desired throttle valve opening position mentioned above and the throttle valve opening degree or position detected by the throttle position sensor  9  to thereby cause the throttle valve opening degree or position to coincide with the desired throttle valve opening position. Further provided is an engine rotation speed sensor  15  which is disposed in the vicinity of a crank shaft  21  of the engine for detecting the rotation speed (rpm) thereof. A reverse gear switch  16  is disposed in the vicinity of a sleeve gear  100   c  of a shift gear unit  100  described later on and serves for detecting the meshing between the sleeve gear  100   c  and a driven gear  37   a  of a reverse (backward) speed change gear train  37  also described hereinafter. 
     The electromagnetic clutch  2  is interposed between the crank shaft  21  of the engine  1  and an input shaft  22  of the synchromesh type automatic transmission  3  for controlling transmission/interruption of motion or torque from the crank shaft  21  to the input shaft  22  of the synchromesh type automatic transmission  3 . The electromagnetic clutch  2  is supplied with a clutch exciting current which is in proportion to the torque to be transmitted through the clutch under the control of the control unit  4 , to thereby transmit or transfer the torque of the crank shaft  21  to the input shaft  22  of the synchromesh type automatic transmission  3  as the controlled torque. 
     The synchromesh type automatic transmission  3  is presumed as being implemented in the form of a five stage speed change gear drive of counter shaft type which is comprised of, for example, five sets of forward speed change gear trains  33  to  36  and  38  and one set of backward or reverse speed change gear train  37 , and a shift gear unit  100  which includes a plurality of sleeve gears  100   a  to  100   c  for changing over coupling between the speed change gear trains and an output shaft  32 . In the case of the illustrated synchromesh type automatic transmission  3 , it is also presumed that the shift gear unit  100  includes three sleeve gears. The input torque transmitted to the input shaft  22  from the crank shaft  21  through the medium of the electromagnetic clutch  2  is transmitted to a counter shaft  31  disposed in parallel to the input shaft  22  by way of a primary gear train  33  disposed frontmost (leftmost as viewed in FIG.  1 ). The output shaft  32  is disposed coaxially with the input shaft  22 . Mounted rotatably on the output shaft  32  are driven gears  33   a  to  36   a  and  38   a  of the forward speed change gear trains  33  to  36  and  38 , respectively, and additionally the driven gear  37   a  of the reverse speed change gear train  37 . On the other hand, mounted fixedly on the counter shaft  31  which is disposed in parallel with the output shaft  32  are driving gears  33   b  to  36   b  of the forward speed change gear trains  33  to  36  and  38 , respectively, and a driving gear  37   c  of the reverse speed change gear train  37  which engages an intermediate gear  37   b  which is in turn in engagement with the driven gear  37   a . Furthermore, a first sleeve gear  100   a  is disposed axially movably and nonrotatably on the output shaft  32  at the front side of the third speed gear train  34  (i.e., between the primary gear train  33  and the third speed gear train  34 ), a second sleeve gear  100   b  is disposed axially movably and nonrotatably on the output shaft  32  between the second speed gear train  35  and the first (or low) speed gear train  36 , and a third sleeve gear  100   c  is disposed axially movably and nonrotatably on the output shaft  32  between the reverse speed change gear train  37  and the fifth (or over top) speed gear train  38 . The first sleeve gear  100   a  is adapted to be moved along the output shaft  32  by means of a shift fork  101  described later on to be thereby coupled with the driven gear  33   a  of the primary gear train  33 , whereby the input shaft  22  of the automatic transmission and the output shaft  32  thereof are directly coupled to each other. In that case, the first sleeve gear  100   a  serves as the fourth speed gear. The torque transmission path and the speed change ratio (gear ratio of the primary gear×gear ratio of the relevant speed gear) change in dependence on which of the driven gears  33   a  to  36   a  and  38   a  of the forward speed change gear trains  33  to  36  and  38  and the driven gear  37   a  of the reverse speed change gear train  37  is selected. operated under the control of the control unit  4 . More specifically, the shift gear  100  is shifted by means of the shift/select actuator unit  5  for gear change which is controlled by the output signal of the control unit  4 , whereby the speed change operation is realized by the release operation for releasing the mechanical meshing or engagement of the gears of the speed stage acting currently and the coupling operation for causing the succeeding speed stage gears to be meshed. By the way, the meshing or engagement between the driven gear  37   a  of the reverse speed change gear train  37  and the sleeve gear  100   c  is detected by the reverse gear switch  16 . 
     Inputted to the control unit  4  are a shift lever position signal indicating the position of a shift lever  14  manipulated by the driver of the motor vehicle, the output signal of the accelerator pedal position sensor  13  indicating the depression stroke or position of the accelerator pedal (not shown) and the output signal of the output shaft rotation speed sensor  8  of the automatic transmission which sensor is adapted to detect the rotation speed (rpm) of the output shaft  32  of the transmission. In response to these signals, the control unit  4  arithmetically determines the speed stage suited for the current vehicle running state on the basis of a gear shift pattern (not shown) of the transmission to thereby output an appropriate control signal to the shift/select actuator unit  5  for shifting the shift gear  100  while detecting the shifted/selected position of the shift lever  14  by means of the shifted/selected position sensor unit  6 . Thus, the shift gear  100  is shifted by means of the shift/select actuator unit  5  which is controlled by the output signal of the control unit  4 , whereby the speed change operation is realized by the release operation for releasing the mechanical meshing or engagement of the gears of the current speed stage and the coupling operation for causing the gears of the desired or target speed stage to be meshed. 
     The synchronous state of the shift gear  100  can be detected on the basis of the relation between the input shaft rotation speed (rpm) of the transmission and the output shaft rotation speed thereof detected by the input shaft rotation speed sensor  7  and the output shaft rotation speed sensor  8 , respectively, of the transmission. For changing the speed, the throttle valve  11  is closed to a predetermined throttle position by means of the throttle valve actuator  12  while the exciting current fed to the electromagnetic clutch  2  is interrupted, whereby the synchromesh type automatic transmission is set to the power-off state. In this state, the speed stage changeover (gear change) operation is performed. 
     FIG. 2 is a view for illustrating operation of the shift gear unit  100  upon gear change from the first speed gear (first speed stage or range) to the second speed gear (second speed stage or range) in the synchromesh type automatic transmission according to the instant embodiment of the present invention. At the first speed stage, the second sleeve gear  100   b  of the shift gear unit  100  is meshing or working with the synchronizer ring  102  and the synchronizer cone  103  of the first speed gear, whereby the torque is transmitted from the first speed gear to the output shaft  33  of the transmission by way of the second sleeve gear  100   b . When the command for speed change from the first speed stage or range to the second speed stage or range is issued, the shift fork  101  is caused to shift toward the second speed gear by means of the shift/select actuator unit  5  under the control of the control unit  4 , as a result of which the mechanical meshing between the second sleeve gear  100   b  and the first speed gear is released, whereon the synchronizer ring  102  for the second speed range is caused to move toward the second speed gear by the second sleeve gear  100   b  to be pressed against the synchronizer cone  103 . Thus, the output shaft  33  of the transmission and the second speed gear shaft are caused to rotate synchronously, bringing about the mechanical meshing between the second sleeve gear  100   b  on one hand and the gears of the synchronizer ring  102  and the synchronizer cone  103  on the other hand. Then, the speed change operation from the first speed range to the second speed range is completed. 
     FIG. 3 is a view showing schematically a structures of the shift/select actuator unit  5  and the shifted/selected position sensor unit  6  in the synchromesh type automatic transmission according to the instant embodiment of the present invention. 
     As is shown in FIG. 3, the shift/select actuator unit  5  is comprised of a shift actuator  5   a  for driving or actuating the shift fork  101  and a select actuator  5   b  for selectively driving the shift fork  101 . The shift actuator  5   a  includes a shift motor  51  for moving the shift fork  101  in the axial direction of the output shaft  32  and a reduction gear  53  for transmitting the driving power of the shift motor  51  to the shift fork  101  with speed reduction. On the other hand, the select actuator  5   b  includes a select motor  52  for moving the shift fork  101  in the rotational direction and a reduction gear  54  for transmitting the driving power of the select motor  52  to the shift fork  101  with speed reduction. 
     The shifted/selected position sensor unit  6  is composed of a shifted position sensor  61  disposed adjacent to the reduction gear  53  of the shift actuator  5   a  for detecting the shifted position of the shift fork  101  and a selected position sensor  62  disposed adjacent to the reduction gear  54  of the select actuator  5   b  for detecting the selected position of the shift fork  101 . 
     The shift operation is carried out under the control of the control unit  4  in the manner described below. The shift fork  101  is driven in the axial direction of the output shaft  32  of the automatic transmission by the shift motor  51  incorporated in the shift actuator  5   a  through the medium of the reduction gear  53 . In that case, the shifted position of the shift fork  101  is detected by the shifted position sensor  61 , whereon the signal indicative of the shifted position is fed back to the control unit  4 . In other words, the feedback control for the shifted position is performed. 
     Similarly, the select operation is carried out under the control of the control unit  4  in the manner described below. The shift fork  101  is driven in the rotational direction of the output shaft  32  of the automatic transmission by the select motor  52  incorporated in the select actuator  5   b  through the medium of the reduction gear  54  so that the shift fork  101  selectively meshes or engages with one of the sleeve gears  100   a  to  100   c  of the shift gear unit  100 . In that case, the selected position of the shift fork  101  is detected by the selected position sensor  62 , whereon the signal indicative of the selected position is fed back to the control unit  4 . In other words, the feedback control for the selected position is performed. 
     FIG. 4 is a view showing graphically relations between the shifted positions of the shift fork  101  and the output characteristics of the shifted position sensor  61  described previously. In the figure, VYA represents a learned voltage value indicating the shifted position at the first, third and fifth speed stages, VYB represents a learned voltage value indicating the shifted position at the neutral position, and VYC represents a learned voltage value indicating the shifted position at the second and fourth speed stages and the reverse stage, respectively. 
     FIG. 5 is a view showing graphically relations between the selected positions of the shift fork  101  and the output characteristics of the selected position sensor  62  described above. In the figure, VXA represents a learned voltage value indicating the selected position at the first and second speed stages, VXB represents a learned voltage value indicating the selected position at the third and fourth speed stages (including the neutral position), and VXC represents a learned voltage value indicating the selected position at the fifth speed stage and the reverse stage, respectively. 
     Now, description will turn to operation of the synchromesh type automatic transmission according to the instant embodiment of the invention by reference to the flow FIG. 6 which shows a flow chart illustrating a throttle valve closing control procedure and a clutch release (clutch off) control procedure upon starting of the speed gear changing operation. 
     Referring to FIG. 6, in a step S 110 , decision is made as to whether or not the speed change operation has been started through a speed change operation start decision subroutine (step S 100 ). When the decision in the step S 110  results in affirmation “YES”, then the throttle valve closing rate or speed is determined on the basis of the position of the accelerator pedal. Then, the time A taken for closing fully the throttle valve is determined in accordance with the following expression: 
     
       
           A =(current opening degree of throttle valve−opening degree of fully closed throttle valve)/determined throttle valve closing speed. 
       
     
     Furthermore, the clutch-off time (i.e., time taken for the clutch to be released to the off-state) B is arithmetically determined on the basis of the engine rotation speed and the exciting current, whereon a speed change flag is set to “1” in a step S 120 . 
     On the other hand, when the decision step S 110  results in negation “NO”, the processing proceeds to a step S 130  by skipping the step S 120 . In the step S 130 , it is decided whether the speed change is being validated (i.e., whether or not the speed change flag is set to “1”). When this decision step S 130  results in affirmation “YES”, then the time A taken for closing fully the throttle valve and the clutch-off time B are compared with each other. In case A&lt;B, the processing proceeds to a step S 160  where the clutch is released to the off-state. On the other hand, when the decision step S 140  results in that A&gt;B, the time lapsed from the time point the speed change operation was started to the current time point is compared with the time difference or period given by A−B in a step S 150 . When the time lapse mentioned above is longer than the time period (A−B), the processing proceeds to the step S 160  where the clutch is released to the off-state. On the other hand, unless the above-mentioned time lapse does not exceed the time difference (A−B), the processing proceeds to a step S 170 . Further, after the clutch has been released in the step S 160 , the step S 170  is executed. 
     In the step S 170 , the throttle opening degree in the current operation cycle is arithmetically determined in accordance with the following expression: 
     throttle opening degree in current operation cycle=throttle opening degree in preceding operation cycle−(throttle valve closing speed×A). 
     At this juncture, with the phrase “throttle valve closing speed”, it is intended to mean the decreasing rate of the throttle opening degree during one cycle operation. In succession, decision is made in a step S 180  as to whether the speed change operation has been completed. When this decision step S 180  results in “YES”, a step S 190  is executed to clear the speed change flag, whereupon the processing comes to an end. On the other hand, when the step S 180  results in “NO”, the processing is terminated without clearing the speed change flag. 
     FIG. 7 is a view for graphically illustrating a relation between the throttle opening degree at the time point when the speed change operation is started and the throttle valve closing rate or speed. 
     FIG. 8 is a view graphically showing relations between the clutch exciting current at the time point when the speed change operation is started and the clutch-off time with various engine rotation speeds (1000, 2000, 3000 and 5000 rpm) being used as parameters. 
     Through the control procedure described above, the throttle valve closing rate or speed is first determined in dependence on the throttle opening degree at the time point when the speed change operation is started, and then the clutch is released to the off-state (i.e., the state where no torque is transmitted through the clutch) at the time point at which the throttle valve is fully closed. Thus, mismatch between the throttle opening degree and magnitude of the torque transmitted through the clutch can positively be suppressed even when the throttle opening degree should change after the speed change operation has been started. 
     Besides, because the clutch is released to the off-state in timing with full-closing of the throttle valve, steep change of the engine speed such as rapid deceleration thereof upon releasing of the clutch can be mitigated with the blowup of the engine mentioned hereinbefore being prevented. Thus, comfortable speed change operation can be realized. 
     Many modifications and variations of the present invention are possible in the light of the above techniques. It is therefore to be understood that within the scope of the appended claims, the invention may be practiced otherwise than as specifically described.