JP2014234008A - Shift control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shift control apparatus capable of smoothly engaging and disengaging a clutch.SOLUTION: A shift control apparatus 100 includes: a detection part 1 for detecting engine torque and a clutch stroke; a clutch actuator 21 for changing the clutch stroke and engaging and disengaging the clutch; and a control part 10 that calculates actual engine torque from the engine torque and friction torque by obtaining the friction torque from the detection value detected by the detection part 1, instructs the engine 22 so that the actual engine torque reaches a given value, in accordance with magnitudes of the actual engine torque and friction torque, and controls the engine 22 and clutch actuator so that the clutch stroke reaches a pre-set half-clutch point synchronously with time when the actual engine torque reaches a given value.

Description

  The present invention relates to a technical field of a shift control device that controls connection / disconnection of a clutch in a vehicle equipped with a mechanical transmission that automatically connects / disconnects a clutch.

  2. Description of the Related Art Conventionally, there has been disclosed a technique for using a mechanism for connecting / disconnecting a clutch of an automobile transmission to reduce a shock at the time of shifting and quickly disconnect the clutch (see Patent Document 1).

  In the technique described in Patent Document 1, the operation of the clutch is performed so that the clutch is disengaged when the drive train load is zero when the engagement state of the gear train is switched. It is possible to prevent a rapid decrease in the force transmitted from the internal combustion engine side applied to the drive system component on the drive wheel side from the clutch due to the disengagement of the clutch, and to prevent the load on the drive system component from being released suddenly.

JP 2013-32805 A

  However, the technique described in Patent Document 1 controls the disengagement of the clutch based on the load due to the inertia on the engine side and the clutch torque, and does not consider the load due to the inertia on the wheel side. For this reason, there is a possibility that the shock at the time of clutch disengagement becomes large when the load due to the inertia on the wheel side is large, for example, when traveling on a slope or when the vehicle weight is increased or decreased from normal.

  The present invention has been made in view of such circumstances, and provides a transmission control device that can smoothly connect and disconnect a clutch by considering a load due to inertia on an engine side. is there.

In order to solve the above-described problem, the shift control device according to the present embodiment is
A detector for detecting engine torque and clutch stroke;
A clutch actuator that changes the clutch stroke and connects and disconnects the clutch;
Friction torque is acquired from the detection value detected by the detection unit, and actual engine torque is obtained from the engine torque and the friction torque. The actual engine torque is determined according to a magnitude of the actual engine torque and the friction torque. The engine and the clutch are instructed so that the clutch stroke becomes a preset half-clutch point in accordance with the time when the actual engine torque becomes the specified value. A control unit for controlling the actuator;
It is characterized by providing.

In the shift control device according to the present embodiment,
The detection unit detects a gear position, a vehicle speed, a clutch rotational speed, an accelerator opening, and an engine rotational speed.

In the shift control device according to the present embodiment,
The controller is
When the actual engine torque is smaller than the friction torque, an instruction to increase the actual engine torque is given.
The clutch stroke of the clutch actuator is set to a constant gradient so that the clutch stroke exceeds the half clutch point at the time when the increase of the actual engine torque is completed.

In the shift control device according to the present embodiment,
The controller is
If the actual engine torque is greater than the friction torque, the actual engine torque is differentiated,
Estimate the time when the actual engine torque is 0,
The gradient of the clutch stroke is calculated so that the clutch stroke exceeds the half clutch point at the same time.

In the shift control device according to the present embodiment,
The controller is
If the calculated reduction speed until the engine torque reaches zero and the reduction speed of the actual engine torque do not match, the clutch stroke is determined using the current situation of the clutch stroke and a data table created in the past. Choose the best stroke gradient.

In the shift control device according to the present embodiment,
The control unit controls the clutch actuator so that a gradient of the clutch stroke becomes gentle before the half clutch point.

In the shift control device according to the present embodiment,
The control unit creates the data table using a genetic algorithm.

  According to the transmission control apparatus of an embodiment of the present invention, a detection unit that detects engine torque and clutch stroke, a clutch actuator that changes the clutch stroke and connects and disconnects the clutch, and detection detected by the detection unit The friction torque is acquired from the value, the actual engine torque is obtained from the engine torque and the friction torque, and the engine is set so that the actual engine torque becomes a predetermined value according to the actual engine torque and the magnitude of the friction torque. And a control unit for controlling the engine and the clutch actuator so that the clutch stroke becomes a preset half-clutch point in accordance with the time when the actual engine torque becomes the specified value. So that the clutch is smoothly connected and disconnected. Theft is possible.

  In the shift control device according to the present embodiment, the detection unit detects the shift speed, the vehicle speed, the clutch rotational speed, the accelerator opening, and the engine rotational speed, so that the engine and clutch conditions can be accurately grasped. It becomes possible.

  In the speed change control device according to the present embodiment, the control unit instructs the increase of the actual engine torque when the actual engine torque is smaller than the friction torque, and the time when the increase of the actual engine torque is completed. In addition, since the clutch stroke of the clutch actuator is set to a constant gradient so that the clutch stroke exceeds the half clutch point, it is possible to smoothly connect and disconnect the clutch when shifting down.

  In the shift control device according to the present embodiment, the control unit, when the actual engine torque is greater than the friction torque, differentiates the actual engine torque and estimates a time when the actual engine torque becomes zero. Since the gradient of the clutch stroke is calculated so that the clutch stroke exceeds the half clutch point at the same time, it is possible to smoothly connect and disconnect the clutch at the time of shifting up.

  In the speed change control device according to the present embodiment, the control unit determines that the current speed of the clutch stroke is not equal to the decrease speed until the calculated engine torque becomes zero and the decrease speed of the actual engine torque. Since the optimum stroke gradient of the clutch stroke is selected using the situation and a data table created in the past, the clutch can be smoothly connected / disconnected even in an unexpected situation. .

  In the speed change control device according to this embodiment, the control unit controls the clutch actuator so that the gradient of the clutch stroke becomes gentle before the half clutch point, so that the clutch can be connected and disconnected more smoothly. Can be done.

  In the speed change control device according to the present embodiment, the control unit creates the data table using a genetic algorithm, so that the clutch can be connected and disconnected more smoothly while learning.

1 is a block diagram showing an embodiment of a shift control device according to the present invention. It is a figure which shows the flowchart of the speed change control of this embodiment. It is a figure which shows the control in case an actual engine torque is smaller than a friction torque. It is a figure which shows the control in case an actual engine torque is larger than a friction torque. It is a figure which shows the control in case the reduction speed of an engine torque instruction | indication signal and the reduction speed of an engine torque do not correspond.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a block diagram showing an embodiment of a shift control device according to the present invention.

  As shown in FIG. 1, the transmission control device 100 of this embodiment includes a detection unit 1, a control unit 10, and a clutch actuator 21.

  The detection unit 1 includes a gear position detection unit 2, a vehicle speed detection unit 3, a clutch rotation detection unit 4, a clutch stroke detection unit 5, an accelerator opening detection unit 6, an engine speed detection unit 7, and an engine torque. And a detection unit 8.

  The gear position detection unit 2 detects the number of gear shift shifts and outputs it to the control unit 10. The vehicle speed detection unit 3 detects the speed of the vehicle and outputs it to the control unit 10. The clutch rotation detection unit 4 detects the number of rotations of the clutch and outputs it to the control unit 10. The clutch stroke detection unit 5 detects the clutch stroke and outputs it to the control unit 10. The accelerator opening detection unit 6 detects the accelerator opening and outputs it to the control unit 10. The engine speed detector 7 detects the engine speed and outputs it to the controller 10. The engine torque detector 8 detects the engine torque and outputs it to the controller 10.

  The control unit 10 includes a transmission control unit 11, an engine control unit 12, and a storage unit 13. The transmission control unit 11 controls the clutch actuator 21. The engine control unit 12 controls the rotation speed and torque of the engine 22. The storage unit 13 is a part that stores a data table of a genetic algorithm formed from past control. The storage unit 13 may be externally attached to the control unit 10.

  The clutch actuator 21 and the engine 22 may have a conventional general structure as described in Patent Document 1. For example, the clutch actuator 21 may be operated by fluid pressure such as hydraulic pressure or pneumatic pressure.

  Next, the shift control by the control unit 10 will be described.

  According to the transmission control device 100 of the present embodiment, the detection unit 1 that detects engine torque and clutch stroke, the clutch actuator 21 that changes the clutch stroke and connects and disconnects the clutch, and the engine torque have a predetermined value. A control unit 10 that controls the engine 22 and the clutch actuator 21 so that the clutch stroke becomes a preset half-clutch point in accordance with a time when the engine torque is instructed and the engine torque becomes a predetermined value. Therefore, it is possible to smoothly connect and disconnect the clutch. Here, the half-clutch point refers to a point in time when the companion starts.

  FIG. 2 is a diagram showing a flowchart of the shift control of the present embodiment.

  First, in step 1, from the gear position detection unit 2, the vehicle speed detection unit 3, the clutch rotation detection unit 4, the clutch stroke detection unit 5, the accelerator opening detection unit 6, the engine speed detection unit 7, and the engine torque detection unit 8 Then, the engine torque and the friction torque are acquired, and the actual engine torque and the change amount of the clutch stroke are obtained (ST1). As the friction torque, a value corresponding to the measurement value detected by each detection unit is obtained by a table or the like. The actual engine torque is obtained by subtracting the friction torque from the engine torque detected by the engine torque detector 8.

  Subsequently, in step 2, the controller 10 calculates the pressure required for the clutch actuator 21 at the half clutch point (ST2).

  Next, in step 3, a calculation loop is started until the clutch is disengaged (ST3).

  In the calculation loop, first, in step 4, the transmission control unit 11 determines whether or not the actual engine torque is larger than the friction torque (ST4).

  If the actual engine torque is smaller than the friction torque in step 4, the engine control unit 12 instructs the engine 22 to increase the actual engine torque in step 5, and when the actual engine torque reaches the instructed increase point, the half clutch The transmission control unit 11 changes the clutch stroke of the clutch actuator 21 with a constant gradient so as to exceed the point (ST5). Then, it progresses to step 10.

  FIG. 3 is a diagram illustrating control when the actual engine torque is smaller than the friction torque. Here, the thin solid line represents the clutch stroke, the thick solid line represents the actual engine torque, the one-dot chain line represents the half-clutch point, and the two-dot chain line represents the engine torque instruction signal.

  When the actual engine torque is smaller than the friction torque, for example, as shown in FIG. 3, after outputting an instruction signal for increasing the engine torque at time t1, the control unit 10 causes the clutch torque to increase at a constant gradient. Then, control is performed so as to exceed the half clutch point at time t2 when the increase of the actual engine torque is completed.

  Such control is preferably performed at the time of downshifting, for example. The increase in actual engine torque is preferably about 0% or more and less than 8%.

  If the actual engine torque is larger than the friction torque in step 4, the engine control unit 12 instructs the engine 22 to decrease the actual engine torque in step 6 (ST6).

  Subsequently, in step 7, the control unit 10 differentiates the actual engine torque, estimates the time when the actual engine torque is 0%, and calculates the gradient of the clutch stroke so as to exceed the half clutch point at the same time ( ST7).

  FIG. 4 is a diagram showing control when the actual engine torque is larger than the friction torque. Here, the thin solid line indicates the clutch stroke, the thick solid line indicates the actual engine torque, the short broken line indicates the clutch rotational speed, the long broken line indicates the engine rotational speed, the one-dot chain line indicates the half-clutch point, and the two-dot chain line indicates the engine torque instruction signal.

  When the actual engine torque is larger than the friction torque, for example, as shown in FIG. 4, the control unit 10 outputs an instruction signal for decreasing the engine torque at time t1, and half clutches at time t2 when the actual engine torque becomes 0%. Control to exceed the point.

  Such control is preferably performed, for example, during upshifting. The reason why the clutch stroke slightly moves in the direction of disengagement at time t1 in FIG. 4 is that a small amount of stroke is added in advance to speed up the reaction.

  Next, in step 8, it is determined whether or not the reduction speed of the engine torque instruction signal matches the reduction speed of the actual engine torque (ST8). The determination index is whether or not the actual engine torque is responding to the instruction signal with respect to the engine torque instruction signal. For example, when the value of the actual engine torque decreases faster than the instruction signal, the control unit 10 determines whether or not the actual engine torque is separated from a predetermined threshold value of about 10% to 15%.

  In step 8, when the decrease speed of the engine torque instruction signal matches the decrease speed of the actual engine torque, the process proceeds to step 10.

  If the decrease speed of the engine torque instruction signal does not match the decrease speed of the actual engine torque in step 8, the current situation and the data created and stored in the storage unit 13 shown in FIG. The optimum stroke gradient is selected using the table (ST9).

  For example, since the actual engine torque is rapidly decreasing, the transmission control unit 11 causes the clutch to be quickly disengaged, and the clutch stroke gradient is made gentle to slide the clutch in order to soften the impact before the half clutch point. In addition, it is preferable to control the clutch actuator 21. In the case of the first process, a predetermined initial value is used as the data table.

  FIG. 5 is a diagram illustrating control when the decrease speed of the engine torque instruction signal does not match the decrease speed of the actual engine torque. Here, the thin solid line indicates the clutch stroke, the thick solid line indicates the actual engine torque, the short broken line indicates the clutch rotational speed, the long broken line indicates the engine rotational speed, the one-dot chain line indicates the half-clutch point, and the two-dot chain line indicates the engine torque instruction signal.

  For example, as shown in FIG. 5, after the engine torque instruction signal is output at time t1, the decrease speed of the engine torque instruction signal does not match the decrease speed of the actual engine torque, regardless of the engine torque instruction signal. This is a case where the actual engine torque decreases rapidly. When the engine torque instruction signal and the actual engine torque value are separated from each other by a predetermined threshold value, the transmission control unit 11 uses the current situation and the data table created and stored in the past to determine the optimum clutch stroke. Select the slope of.

  Here, in this embodiment, the data table is created in steps 11 to 13 described later. The data table is a variation of the clutch stroke gradient given by control theories such as genetic algorithms, fuzzy logic, and neural networks. The control theory is preferably a learning control theory.

  Next, in step 10, it is determined whether or not the stroke position is near the half clutch point at time t2 (ST10).

  If it is determined in step 10 that the stroke position is in the predetermined half-clutch point region, it is stored in step 11 whether or not there has been a clutch disengagement impact (ST11).

  For the clutch disengagement impact, the amount of change in amplitude per time may be detected by an acceleration sensor, gyro sensor, or the like (not shown). The smaller the maximum and minimum values, the better the gradient. When the pressure of the release cylinder is determined by a sensor (not shown), the actual pressure is smaller than the required pressure, and the greater the clutch stroke gradient, the better.

  Next, in step 12, the impact value detected in step 11 is evaluated in stages, and good evaluation data is accumulated in the storage unit 13 (ST12).

  That is, for the gradients selected in steps 6, 7 and 9, a good evaluation with a small impact when the clutch is disengaged at the half clutch point is selected and stored in the data table of the storage unit 13. The accumulation in the data table is preferably carried out while performing mating in a genetic algorithm and exchanging some data.

  Next, in step 13, mutation data in the genetic algorithm is created in the storage unit 13 (ST13).

  When accumulating in the data table, it is preferable to perform mutation in the genetic algorithm to change some data.

  Next, at step 14, the control unit 10 continues the calculation loop to the clutch disengagement position (ST14). Thereafter, the control is terminated when the clutch disengaged position is reached.

  In step 10, even when the stroke position is not near the half clutch point, the calculation loop is continued to the clutch disengagement position in step 14, and then the control is terminated when the clutch disengagement position is reached.

  When using an acceleration sensor, step 2 and step 11 in the flowchart shown in FIG. 2 may be omitted.

  According to the speed change control device 100 of the present embodiment, the detection unit 1 that detects engine torque and clutch stroke, the clutch actuator 21 that changes the clutch stroke and connects / disconnects the clutch, and the detected value detected by the detection unit 1 are used as friction. Torque is obtained, the actual engine torque is obtained from the engine torque and the friction torque, and the engine 22 is instructed so that the actual engine torque becomes a predetermined value according to the magnitudes of the actual engine torque and the friction torque, and the actual engine torque is obtained. And the controller 10 that controls the engine 22 and the clutch actuator 21 so that the clutch stroke becomes a preset half-clutch point in accordance with the time when the predetermined value is instructed. It is possible to connect and disconnect.

  Further, in the shift control device 100 according to the present embodiment, the detection unit 1 detects the shift speed, the vehicle speed, the clutch rotational speed, the accelerator opening, and the engine rotational speed, so that the conditions of the engine 22 and the clutch actuator 21 are accurately determined. It becomes possible to grasp.

  In the transmission control apparatus 100 according to the present embodiment, the control unit 10 instructs the increase of the actual engine torque when the actual engine torque is smaller than the friction torque, and the clutch stroke is completed at the time when the increase of the actual engine torque is completed. Since the clutch stroke of the clutch actuator 21 is set to a constant gradient so as to exceed the half clutch point, it is possible to smoothly connect and disconnect the clutch when shifting down.

  Further, in the transmission control device 100 according to the present embodiment, when the actual engine torque is larger than the friction torque, the control unit 10 differentiates the actual engine torque, estimates the time when the actual engine torque becomes 0, and the same time In addition, since the gradient of the clutch stroke is calculated so that the clutch stroke exceeds the half clutch point, it is possible to smoothly connect and disconnect the clutch when shifting up.

  Further, in the transmission control device 100 according to the present embodiment, the control unit 10 determines that the current state of the clutch stroke when the reduction speed until the calculated engine torque reaches zero does not match the reduction speed of the actual engine torque. Since the optimum stroke gradient of the clutch stroke is selected using the data table created in the past, the clutch can be smoothly connected / disconnected even when an unexpected situation occurs.

  Further, in the transmission control apparatus according to the present embodiment, the control unit 10 controls the clutch actuator 21 so that the gradient of the clutch stroke becomes gentle before the half clutch point, so that the clutch can be connected and disconnected more smoothly. Is possible.

  Further, in the transmission control device according to the present embodiment, the control unit 10 creates a data table using a genetic algorithm, so that the clutch can be connected and disconnected more smoothly while learning.

  Although various embodiments of the present invention have been described above, the present invention is not limited only to these embodiments, and the configurations of the respective embodiments and the configurations appropriately changed without departing from the scope of the invention. Embodiments having a configuration in which the configurations of the embodiments are appropriately combined also fall within the scope of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Clutch control storage, 2 ... Shift disconnection detection part, 3 ... Vehicle speed detection part, 4 ... Clutch rotation detection part, 5 ... Clutch stroke detection part, 6 ... Accelerator opening degree detection part, 7 ... Engine speed detection part, 8 ... Engine torque detector, 10 ... Controller, 11 ... Transmission controller, 12 ... Engine controller, 13 ... Memory, 21 ... Clutch actuator, 22 ... Engine

Claims (7)

A detector for detecting engine torque and clutch stroke;
A clutch actuator that changes the clutch stroke and connects and disconnects the clutch;
Friction torque is acquired from the detection value detected by the detection unit, and actual engine torque is obtained from the engine torque and the friction torque. The actual engine torque is predetermined according to the magnitude of the actual engine torque and the friction torque. The engine and the engine and the engine so that the clutch stroke becomes a preset half-clutch point in accordance with the time when the actual engine torque becomes the specified value. A control unit for controlling the clutch actuator;
A shift control apparatus comprising: The shift control device according to claim 1, wherein the detection unit detects a gear position, a vehicle speed, a clutch rotation speed, an accelerator opening, and an engine rotation speed. The controller is
When the actual engine torque is smaller than the friction torque, an instruction to increase the actual engine torque is given.
The speed change control device according to claim 2, wherein the clutch stroke of the clutch actuator is set to a constant gradient so that the clutch stroke exceeds a half clutch point at the time when the increase of the actual engine torque is completed. The controller is
If the actual engine torque is greater than the friction torque, the actual engine torque is differentiated,
Estimate the time when the actual engine torque is 0,
4. The shift control device according to claim 2, wherein a gradient of the clutch stroke is calculated so that the clutch stroke exceeds a half clutch point at the same time. The controller is
If the calculated reduction speed until the engine torque reaches zero and the reduction speed of the actual engine torque do not match, the clutch stroke is determined using the current situation of the clutch stroke and a data table created in the past. The shift control device according to claim 4, wherein an optimum stroke gradient is selected. The shift control apparatus according to claim 5, wherein the control unit controls the clutch actuator so that a gradient of the clutch stroke becomes gentle before the half clutch point. The speed change control device according to claim 5 or 6, wherein the control unit creates the data table using a genetic algorithm.

Images