JP2001287571A - Shift control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve the disadvantage of a shift control device for automatically controlling an engine speed to a target engine speed and automatically performing a gear shift by disconnecting and connecting a friction clutch 12 by auto-clutch control in the instruction of a target gear stage from a shift instructing means (e.g. a change lever 3), where an engine control signal is corrected according to the difference between the target engine speed and the present engine speed in order to quickly attain the target engine speed, or that the engine control can not be performed so as to have the target engine speed in the clutch connection, resulting in a shift shock by the rotating speed slippage, because the connection and disconnection by auto-clutch control is performed quickly in the operation of an accelerator pedal and slowly in the non-operation thereof. SOLUTION: This device comprises two maps 43 and 44 for correcting the engine control signal, so that one map is used in the operation of the accelerator pedal, and the other map is used in the non-operation thereof. According to this, the rotating speed slippage can be minimized to minimize the shift shock.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is adapted to automatically control the connection and disconnection of a friction clutch, and further to automatically control the shift to a target gear and the engine during shifting. The present invention relates to a shift control device for a vehicle.

[0002]

2. Description of the Related Art In a vehicle, a friction type clutch is used as a clutch so that the connection and disconnection thereof can be automatically controlled, and the shift control to a target gear to be shifted is automatically controlled. There is a vehicle in which an engine is automatically controlled so as to have an engine speed suitable for the shift. However, the shift instruction may be issued manually (by operating a change lever) or may be issued automatically (automatically in accordance with the vehicle speed according to an automatic shift map). FIG. 4 is a block diagram of a conventional shift control device for such a vehicle. In FIG. 4, 1 is an accelerator pedal, 2 is an accelerator sensor, 3 is a change lever, 4 is a controller, 5 is a clutch pedal, 5S is a clutch pedal position sensor, 6 is an engine,
7 is an engine rotation sensor, 8 is a clutch stroke sensor, 9 is a gear position sensor, 10 is a gear shift device, 11
Is a vehicle speed sensor, 12 is a clutch, 13 is a transmission, 14 is a propeller shaft, 15 is a hydraulic pipe, 16 is a clutch actuator, 17 is an air supply control device, 18 is an air tank, 19 is an air pipe, 40 is an automatic shift map,
1 is a control accelerator opening degree map, 42 is a control accelerator opening degree correction amount map. Engine 6 may be a diesel engine or a gasoline engine. The automatic shift map 40 is a map for determining a target gear to be shifted when performing automatic shift. The target gear is determined according to the vehicle speed. In the case of a vehicle in which a shift instruction is issued only by the change lever 3, the automatic shift map 40 is unnecessary.

The controller 4 controls the engine 6 (rotational speed control), controls the clutch 12 (disconnection and disconnection control), and controls the transmission 13 (gear shift control). Automatic control of the clutch 12 is performed via an air supply control device 17 and a clutch actuator 16. These constitute a clutch control mechanism. The transmission 13 is controlled by the gear shift device 1
This is done by instructing 0. The drive source of the gear shift device 10 and the clutch actuator 16 includes an air tank 18
Is used. Here, clutch 1
2 shows an example in which the connection / disconnection control can also be performed by operating the clutch pedal 5 (manual control). The operation of the clutch pedal 5 is transmitted to the clutch actuator 16 by the hydraulic pressure of the hydraulic pipe 15. In this case, the control by the operation of the clutch pedal 5 has priority over the control by the signal from the controller 4. It has been like that.

Next, the operation of the transmission control device will be described (provided that the clutch pedal 5 is not depressed). FIG. 5 is a flowchart illustrating the operation of the conventional shift control device. Step 1: The controller 4 checks whether or not a shift instruction has been issued. That is, it is determined whether or not a gear shift instruction has been issued from the change lever 3 to any gear. Alternatively, it is checked whether a shift instruction has been issued in light of the automatic shift map 40. Step 2: When a shift instruction to a certain gear (target gear) is issued, an engine speed (target engine speed) suitable for the shift is calculated. This calculation is performed based on the gear ratio of the target gear, the final ratio, the tire diameter, and the vehicle speed. Is known in advance. Is detected from the vehicle speed sensor 11.

[0005] Step 3: A rotation speed difference ΔN is calculated by subtracting the current engine speed (current N) from the target engine speed (target N) (if the current N is larger, Δ
N is a negative value. ). The current engine speed is detected by the engine speed sensor 7. Step 4 ... Air supply control device 17 from controller 4
Command to start the clutch disconnection operation. Step 5: The detection signal from the clutch stroke sensor 8 is monitored, and it is checked whether or not a predetermined clutch position has been disconnected.

Step 6: When the clutch is disengaged beyond the predetermined clutch position, engine control is started to set the engine speed to the target engine speed. Therefore, first, the control accelerator opening K corresponding to the target engine speed is obtained. The term "control accelerator opening" used here means that the driver controls the engine automatically (manually) instead of (manually).
The accelerator opening generated by the controller (the accelerator opening determined in accordance with the amount of depression of the accelerator pedal by the driver is referred to as “driver accelerator opening”). The control accelerator opening is obtained from a control accelerator opening map 41 stored in the controller 4 in advance. FIG. 6 is an example of the control accelerator opening map, and shows a correspondence relationship between the target engine speed and the control accelerator opening during gear shifting.
The horizontal axis is the target engine speed, and the vertical axis is the control accelerator opening. F is a control accelerator opening curve, in this example, if the target engine speed is at N _1, the control accelerator opening is determined to K _1.

Step 7: Next, the control accelerator opening correction amount ΔK corresponding to the rotational speed difference ΔN is stored in the controller 4 in advance.
Is obtained from the control accelerator opening degree correction amount map 42 stored in The control accelerator opening correction amount ΔK is an amount for correcting the control accelerator opening K so that the target engine speed is quickly reached. FIG. 7 is an example of a control accelerator opening degree correction amount map 42 used conventionally. The horizontal axis is the rotation speed difference Δ
N, and the vertical axis is the control accelerator opening correction amount ΔK.
C is the control accelerator opening degree correction amount curve, in this case, if the rotational speed difference is a .DELTA.N _1, the control accelerator opening degree correction amount is determined to be [Delta] K _3. At the time of downshifting, it is necessary to increase the engine speed (that is, target N>
At present, ΔN is a positive value), and the positive range on the horizontal axis in FIG. 7 is used at the time of downshifting. Conversely, at the time of upshifting, it is necessary to reduce the engine speed (that is, ΔN is a negative value because the target N <current N, so the negative range on the horizontal axis in FIG. 7 is used at the time of upshifting). become.

Step 8: The control accelerator opening corrected by adding the control accelerator opening correction amount ΔK to the control accelerator opening K (K + ΔK) is referred to as “corrected control accelerator opening”, and the engine is controlled by this. The engine speed approaches the target engine speed. Step 9: Wait until the clutch is disengaged to the shift-in permission position. The clutch stroke is known from a detection signal from the clutch stroke sensor 8. Step 10: When the shift to the shift-in permission position is stopped, the shift operation is executed. That is, a command is sent from the controller 4 to the gear shift device 10 to shift to the target gear. When the gear is shifted to the target gear, the gear is detected by the gear position sensor 9 and reported to the controller 4. Step 11: If the shift operation is completed, the controller 4
Sends a command to the air supply controller 17 to engage the clutch.

[0009]

(Problems to be Solved) However, in the above-mentioned conventional shift control device, a shift shock occurs or does not occur depending on whether or not an accelerator pedal is depressed at the time of shifting, resulting in a shift feeling. However, there was a problem in that they differed greatly.

(Explanation of Problems) Normally, the speed of the automatic clutch control (disconnection and connection timings) is made different depending on whether the accelerator pedal is depressed or not. That is, when the accelerator pedal is depressed, the vehicle is quickly disconnected and connected because there is an intention to accelerate, and when the accelerator pedal is not depressed, the vehicle is disconnected and connected late because there is no intention to accelerate. In order to perform the shifting operation as close as possible to the target engine speed, it is necessary to change the timing at which the engine speed reaches the target engine speed in accordance with the speed (disconnection / disconnection timing) of this auto clutch control. There is. The control accelerator opening correction amount ΔK is a correction amount considered for that purpose.

However, since the conventional control accelerator opening correction amount map is such that one control accelerator opening correction amount ΔK is given to one rotational speed difference ΔN, the accelerator pedal is depressed. If the correction amount is set so as to be suitable for the shift when the vehicle is not stepped on, the correction amount is not suitable for the shift when the step is not stepped on, and a shift shock occurs. For example, it is assumed that the gradient of the curve C in the control accelerator opening correction amount map (see FIG. 7) is small. Since the correction amount is small when the gradient is small, the engine speed is slowly changed to the target engine speed. Therefore, when the accelerator pedal is not depressed (when there is no intention to accelerate) where the auto clutch control is performed with a delay, even when the engine speed is slowly changed, the clutch is just about to be engaged when the clutch is engaged. Since the target engine speed is reached, no great shift shock occurs.

However, when the accelerator pedal is depressed (when there is an intention to accelerate) where the automatic clutch control is performed quickly, the engine speed may be slowly changed, so that when the clutch is engaged. Is still quite different from the target engine speed. Since the clutch is engaged in this state, a large shift shock occurs. Conversely, if the gradient of the curve C of the control accelerator opening degree correction amount map is increased (correction amount is large), a shift shock occurs in the opposite case.
That is, a shift shock does not occur when the accelerator pedal is depressed, but a shift shock occurs when the accelerator pedal is not depressed. Thus, the shift feeling greatly differs depending on whether or not the accelerator pedal is depressed, which is not preferable. The shift shock generated as described above is often greater when the shift instruction is issued manually by the change lever than when the shift instruction is issued automatically by the automatic shift map. The reason is that the difference between the actual engine speed and the target engine speed is originally small in the case of auto, because the optimal gear is specified according to the vehicle speed. This is because the difference is not always instructed, and the difference in the number of rotations may be large. An object of the present invention is to solve the above problems.

[0013]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention provides a friction type clutch, a clutch control mechanism for automatically disconnecting and connecting the clutch by receiving a control signal, and a transmission for a transmission. A gear shift device that automatically performs a gear shift in response to a control signal; an accelerator sensor, an engine rotation sensor, a clutch stroke sensor, a gear position sensor, and a vehicle speed sensor; A control accelerator opening map and a control accelerator opening correction amount map for generating a signal for controlling the engine for realizing the target engine rotation speed while calculating the target engine rotation speed suitable for shifting to the target engine rotation speed. A control for issuing a control signal to the clutch control mechanism, the gear shift device, and the engine for holding and performing a shift operation. In the shift control device with a La, the control accelerator opening degree correction amount map held in said controller and a plurality, it was be selectively used so that the shift shock is reduced.

The control accelerator opening correction amount map held in the controller and the control accelerator opening correction amount map held in the controller are referred to as the shift shocks when the driver depresses the accelerator pedal. A first control accelerator opening correction amount map that provides a correction amount that does not cause a shift, and a second control accelerator opening correction amount map that provides a correction amount that does not cause a shift shock in cases other than the above case. By comparing the signal input from the pedal sensor to the controller with a predetermined value, the driver discriminates whether the driver is stepping on the accelerator pedal with the intention of stepping on or not, and if the driver steps on with the intention to step on, The first control accelerator opening correction amount map is used. Otherwise, the second control accelerator opening correction amount map is used. It can be to use the.

(Summary of operation to be solved) While the clutch is disengaged, the gear is shifted to the target gear and then the clutch is engaged. It is desired that the engine speed at that time be the target engine speed. . Shift instruction means (eg,
When the driver is depressing the accelerator pedal when attempting to shift gears in accordance with an instruction from the change lever, the automatic clutch control mechanism is configured to quickly disengage and connect the clutch. By using the control accelerator opening correction amount map, the engine speed can be made to reach the target engine speed in accordance with the timing of clutch disengagement and connection, and shift shock due to a shift in the engine speed from the target engine speed is reduced. It can be. On the other hand, when the driver has not depressed the accelerator pedal, the automatic clutch control mechanism performs the disconnection and connection of the clutch with a delay. In this case, the second control accelerator opening degree correction amount map should be used. For example, the engine speed can be made to reach the target engine speed in accordance with the timing of clutch disconnection and engagement, so that a shift shock due to a speed deviation from the target engine speed can be reduced.

[0016]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a block diagram of the transmission control device of the present invention. The reference numerals correspond to those in FIG. 4, and 43 is a first control accelerator opening degree correction amount map,
Reference numeral 44 denotes a second control accelerator opening correction amount map. 4 in that the controller 4 holds two control accelerator opening degree correction amount maps 43 and 44 instead of the control accelerator opening degree correction amount map 42. Is a point. By using these maps depending on whether or not the driver is depressing the accelerator pedal during shifting,
The shift shock is reduced.

FIG. 3 is a diagram showing a control accelerator opening degree correction amount map used in the present invention. FIG. 3A is a first control accelerator opening correction amount map 43, and FIG. 3B is a second control accelerator opening correction amount map. The curves A and B represent the rotational speed difference ΔN and the control accelerator opening correction amount ΔK.
It is a curve which shows the relationship with. FIG. 3C is a diagram in which the two are superimposed to clearly show the difference between the two. FIG.
As is apparent from (3), even with the same rotational speed difference ΔN ₁ , the correction amounts are significantly different from ΔK ₁ and ΔK _{2 in} curves A and B.

The curve A in the map shown in FIG. 3A is a curve having a large gradient except for a portion parallel to the horizontal axis. This map is used when the accelerator pedal is depressed (when there is an intention to accelerate). On the other hand, the curve B in the map of FIG. 3B is a curve with a small gradient except for a portion parallel to the horizontal axis. This map is used when the accelerator pedal is not depressed (when there is no intention to accelerate). By doing so, when performing a shift operation,
The engine speed is also controlled in accordance with the speed of the automatic clutch control (disconnection and contact timings), and when the speed change operation is performed, the engine speed is almost at the target engine speed. Therefore, the shift shock is reduced.

FIG. 2 is a flowchart for explaining the operation of the speed change control device of the present invention, which is almost the same as the conventional flowchart of FIG. That is, steps 1 to 6 in FIG. 2 are the same as steps 1 to 6 in FIG.
Steps 0 to 13 are the same as steps 8 to 11 in FIG. Step 7 in FIG. 5 is replaced with steps 7 to 9 in FIG. Therefore, the description of the steps having the same contents as in FIG. 5 will be simplified, and only steps 7 to 9 having different contents will be described in detail.

Step 1: It is detected from the shift instructing means that a gear shift instruction has been issued. Step 2: A target engine speed is calculated in accordance with the specified target gear. Step 3: A rotation speed difference ΔN is calculated by subtracting the current engine rotation speed from the target engine rotation speed. Step 4: The operation of disconnecting the clutch is started. Step 5: Wait for a predetermined clutch position or more to be disconnected.

Step 6: The control accelerator opening K corresponding to the target engine speed is determined. Step 7: It is determined whether or not the driver is stepping on the accelerator pedal with the intention of stepping on it. For this purpose, a driver accelerator opening is obtained based on a detection signal from the accelerator sensor 2, and it is checked whether or not this is greater than a predetermined accelerator opening α. The predetermined accelerator opening α is set to such a value that the accelerator opening will naturally be larger than this if the driver steps on with the intention of stepping on the accelerator. The reason for this is that while driving, there is no intention to step on the pedal, but it is easy to put it on the accelerator pedal while moving the foot, and some people have a habit of putting it lightly. In this way, when the driver steps lightly without intention to step, the driver's accelerator opening is smaller than α, so that it can be distinguished from the case where the driver steps with intention to step.

Step 8... If the driver's accelerator opening is larger than α in Step 7, it means that there is a will to step on the driver, and the first control accelerator opening correction amount map ( The control accelerator opening correction amount ΔK is determined using the gradient (the map in FIG. 3A). For example, the rotational speed difference if .DELTA.N _1, the control accelerator opening degree correction amount is determined to be [Delta] K _1. Step 9: Since the driver's accelerator opening is smaller than α when there is no intention to depress, the second control accelerator opening correction amount map prepared corresponding to that (see FIG. 3 ( The control accelerator opening correction amount ΔK is determined using the map 2). For example, if the rotational speed difference is ΔN
_{If 1} , the control accelerator opening correction amount is obtained as ΔK ₂ .

Step 10: The control accelerator opening K obtained in step 6 is added with the control accelerator opening correction amount ΔK (for example, ΔK ₁ or ΔK ₂ ) obtained in step 8 or 9 to obtain “correction control accelerator opening. To control the engine. The engine speed approaches the target engine speed quickly or slowly according to the correction amount. Step 11: Wait until the clutch is disengaged to the shift-in permission position. Step 12: When the shift-in permission position is cut off, a shift operation is performed. Step 13: When the shift operation is completed, the clutch is engaged.

With the above-described control, the actual engine speed approaches the target engine speed and the shift shock is reduced. Since the shift shock is originally large in the case of the automatic shift map, it is larger than that in the case of the automatic shift map. In the above example, the case is divided into two, and the control accelerator opening correction amount map is set to two. However, the cases are divided more finely, and the control accelerator opening correction amount maps are retained by the number of cases. Is also possible.

[0025]

As described above, according to the shift control device of the present invention, the engine speed can be further increased when the gear shift is completed and the clutch is engaged, regardless of whether or not the accelerator pedal is depressed during the shift operation. Since the engine is controlled so as to reach the target engine speed, a shift shock due to a speed deviation from the target engine speed can be reduced. Therefore, the shift feeling does not greatly differ even if the accelerator pedal is not depressed.

[Brief description of the drawings]

FIG. 1 is a block diagram of a transmission control device according to the present invention.

FIG. 2 is a flowchart illustrating the operation of the transmission control device of the present invention.

FIG. 3 is a diagram showing a control accelerator opening degree correction amount map used in the present invention.

FIG. 4 is a block diagram of a conventional shift control device.

FIG. 5 is a flowchart illustrating the operation of a conventional shift control device.

FIG. 6 is a diagram showing a control accelerator opening degree map;

FIG. 7 is a diagram showing a control accelerator opening correction amount map used conventionally.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Accelerator pedal, 2 ... Accelerator sensor, 3 ... Change lever, 4 ... Controller, 5 ... Clutch pedal, 5
S: clutch pedal position sensor, 6: engine, 7: engine rotation sensor, 8: clutch stroke sensor, 9
... gear position sensor, 10 ... gear shift device, 11 ... vehicle speed sensor, 12 ... clutch, 13 ... transmission, 14 ... propeller shaft, 15 ... hydraulic pipe, 16 ... clutch actuator, 17 ... air supply control device, 18 ... air tank, 19 ... air pipe, 40 ... automatic transmission map, 41 ...
Control accelerator opening map, 42: control accelerator opening correction amount map, 43: first control accelerator opening correction amount map, 44: second control accelerator opening correction amount map

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Claims (2)

[Claims] 1. A friction type clutch, and a clutch disengagement
A clutch control mechanism for automatically receiving a control signal in response to a control signal, a gear shift device for automatically performing a gear shift of a transmission in response to a control signal, an accelerator sensor, an engine rotation sensor, a clutch stroke sensor, a gear position sensor, and a vehicle speed Sensors and signals from each of the sensors are input,
A control accelerator opening map and a control accelerator for calculating a target engine speed suitable for shifting to the designated target gear and generating a signal for controlling the engine to achieve the target engine speed A shift control device comprising a clutch control mechanism, a gear shift device, and a controller for issuing a control signal to an engine for holding an opening correction amount map and executing a shift operation, wherein a control accelerator opening held in the controller is provided. A shift control device comprising a plurality of correction amount maps and selectively using the shift amount so as to reduce shift shock. 2. A first control accelerator opening for providing a correction amount which does not cause a shift shock when a driver depresses an accelerator pedal with a control accelerator opening degree correction amount map held in a controller. A degree correction amount map and a second control accelerator opening degree correction amount map that provides a correction amount that does not cause a shift shock in cases other than the above case, and compares a signal input from the accelerator pedal sensor to the controller with a predetermined value. By doing so, it is distinguished whether the driver is stepping on the accelerator pedal with the intention of stepping on or not, and when stepping on with the intention of stepping on, the first control accelerator opening degree correction amount map is used. 2. The shift control device according to claim 1, wherein the second control accelerator opening degree correction amount map is used in other cases. .