JP2005180628A - Automatic gear shifting controller for manual transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide the control of the increase in throttle opening capable of improving the gear shifting quality in fuel cut of an automatically gear shiftable manual transmission. <P>SOLUTION: The automatic gear shifting operation for 4 to 3 down-shift is successively performed in fuel cut, then a throttle opening TVO is increased in accordance with an engine rotational frequency Ne as shown by a solid line, at the moment t1 when a connection side clutch C1 relating to a third speed starts its stroke to a connection side, after the moment t0 when a disconnection-side clutch C2 relating to a fourth speed starts its stroke to a disconnection side, for switching the clutches C1, C2, and the increase in the opening is continued to the moment t2 when C1 completes the connection. The TVO is increased in accordance with a deceleration of a vehicle as shown by a solid line during a time from t2 to the moment t3 when C1 completes the connection, and the control of the increase in throttle is terminated at the time t3 of the complete connection of C1. As the engine reverse driving load is suddenly changed as shown by the broken line, and the gear shifting shock may be generated, when the TVO is kept in 0/8 as shown by a broken line in free-wheeling, but by controlling the throttle, the reserve driving load can be moderately changed as shown by a solid line, and the gear shifting shock can be reduced. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention includes an automatic clutch for each gear stage that is grouped between the engine and the manual transmission. The automatic clutch is engaged and disengaged (switching control), and the gear stages are alternately switched between the two gear groups. The present invention relates to a device for automatically shifting a manual transmission according to selection, and more particularly, to a shift control technique during a fuel cut in which fuel supply to an engine is stopped for coasting.

  As described above, as a manual transmission having clutches according to shift stages divided into groups, conventionally, for example, as described in Patent Document 1, a so-called manual transmission having two clutches according to shift groups divided into two groups is known. A twin-clutch manual transmission is known.

  In the case of such a manual transmission, in a state where a gear stage in one gear group is selected and a corresponding automatic clutch is engaged, no gear stage in the other gear group is selected, and when performing a gear shift, In the state where the gear position in the other gear group is selected and the corresponding automatic clutch is released, the automatic clutch related to the one gear group is released and the automatic clutch related to the other gear group is engaged. The shift is performed by so-called clutch switching control.

By the way, when the above speed change is performed during a fuel cut in which the fuel supply to the engine is stopped for coasting including the deceleration with the accelerator pedal released, the engine speed on the input side is stepped by the gear ratio step due to the speed change. Try to change into a shape.
However, because of the inertial running with the accelerator pedal released now, the throttle opening of the engine corresponds to the release of the accelerator pedal (for example, of the opening quantized to 0/8 to 8/8) 0/8) and the opening of the engine intake system is the lowest.
Under these conditions, if the engine speed changes in steps as described above, the reverse drive load (pumping load) of the engine changes suddenly, causing a large shift shock and automated manual transmission. Damages the value of the product.

  As shown in FIG. 6, the downshift at the time of fuel cut from the 4th speed to the 3rd speed where the engine speed Ne changes will be described. The 4th speed automatic clutch is opened as shown and the 3rd speed automatic clutch is illustrated. If the throttle opening TVO is kept at 0/8 of the minimum opening as shown by the broken line during the shift at the time of the fuel cut that is performed as shown above, the reverse drive load (pumping load) of the engine is also broken by the broken line. As shown, it changes suddenly and causes a large shift shock.

There is no conventional countermeasure against such a large shift shock, and Patent Document 2 only has the following engine brake control technology.
In other words, during inertial driving including deceleration with the accelerator pedal released, and therefore during fuel cut when the fuel supply to the engine is stopped, the engine throttle opening is released so that the engine brake force becomes appropriate. Nevertheless, it opens and limits the engine braking force.
JP 2002-357267 A Japanese Patent Laid-Open No. 11-030144

  However, in Patent Document 2, there is no specification about countermeasures for gear shift shock when the shift by switching the both clutches is performed during fuel cut accompanying inertia traveling, and the engine brake force is not described as described in Patent Document 2. In the control in which the throttle opening of the engine is increased by an amount necessary for the control, the above-described shift shock cannot be prevented.

  The present invention sets the opening of the engine intake passage of the accelerator pedal so as to avoid a sudden change in engine reverse drive load (pumping load) that was the cause of a large shift shock at the time of shifting performed during fuel cut accompanying inertial running. The purpose is to increase the commercial value of an automated manual transmission by reliably preventing the shift shock by increasing it despite release.

For this purpose, an automatic transmission control device for a manual transmission according to the present invention is as follows.
First, the prerequisite manual transmission and its automatic transmission control device are:
In the state where an automatic clutch for each gear stage is provided between the engine and the manual transmission, and a gear stage in one gear group is selected and the corresponding automatic clutch is engaged, the other gear group Do not select any gear, and when shifting, select a gear in the other gear group and release the automatic clutch associated with the one gear group from the state in which the corresponding automatic clutch is released. At the same time, it is assumed that the above-mentioned shift is performed by clutch switching control for fastening the automatic clutch related to the above other shift stage group.

In the present invention, a fuel cut shift detection means and an engine intake passage opening increase means are provided for the automatic transmission control device for a manual transmission described above.
The former fuel cut shift detection means detects that the shift is performed during a fuel cut in which fuel supply to the engine is stopped due to inertial running,
The latter engine intake path opening increasing means increases the intake path opening of the engine by an amount necessary for preventing a shift shock during the shift after the shift at the time of fuel cut is detected by this means.

Such an automatic transmission control device for a manual transmission according to the present invention is configured so that the engine intake passage opening during the shift after the detection of the shift at the time of the fuel cut is detected even when the shift shock is generated even during inertial traveling to be fuel cut. Because it increases by the amount needed to prevent it,
Sudden changes in engine reverse drive load (pumping load), which was the cause of large shift shocks during gear changes during inertial running, can be avoided, and engine reverse drive load (pumping load) changes suddenly. It is possible to prevent a large shift shock due to.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 shows a control system of a manual transmission provided with an automatic transmission control device according to an embodiment of the present invention. In this embodiment, the manual transmission 3 is a twin clutch manual transmission.

  Between the twin clutch type manual transmission 3 and the engine E, an odd-numbered-speed automatic clutch C1 and an even-numbered-speed automatic clutch C2 are interposed as will be described later. It is assumed that the engine rotation input via C1 or C2 is shifted at a gear ratio corresponding to the selected shift speed, and then output to the drive wheel 6 via the final drive ring gear 4 and the differential gear device 5 sequentially.

The twin-clutch manual transmission 3 is as shown in detail in FIG. 2, and is coupled to a clutch case 21 that houses an odd-numbered gear clutch Cl and an even-numbered gear clutch C2, and a gear transmission mechanism that will be described later. A transmission case 22;
The clutch case 21 is coupled to the engine output shaft 23, and is connected to the clutch input member 24 common to the two automatic clutches Cl and C2, the clutch output member 25 of the odd-numbered gear clutch C1, and the clutch output member of the even-numbered gear C2. 26, the clutch input member 24 and the clutch output member 25 constitute an odd clutch automatic clutch C1, and the clutch input member 24 and the clutch output member 26 constitute an even clutch automatic clutch C2. To do.

A hollow shaft 27 is coupled to the odd-numbered gear stage clutch output member 25, and an even-numbered gear stage input shaft 32 rotatably coupled to the hollow portion of the hollow shaft 27 is coupled to the even-numbered gear stage clutch output member 26.
The hollow shaft 27 and the even-numbered gear stage input shaft 32 pass through a partition wall between the clutch case 21 and the transmission case 22 and project from the clutch case 21 into the transmission case 22.

In the transmission case 22, in addition to the even-numbered gear stage input shaft 32 being rotatably mounted, the odd-numbered gear stage input shaft 31 and a common output shaft 33 are rotatably mounted horizontally.
An input gear 34 is coupled to the end of the hollow shaft 27 projecting into the transmission case 22, and a gear 37 is coupled to the odd-numbered gear stage input shaft 31 by being arranged in the same plane perpendicular to the shaft. An idler gear 36 that rotates on an idler shaft 35 is engaged with these gears 34 and 37 so that the engine rotation from the odd-numbered gear clutch C1 to the hollow shaft 27 is transmitted to the odd-numbered gear input shaft 31.

A first speed drive gear 41, a third speed drive gear 43, a fifth speed drive gear 45, and a reverse drive gear 47 are rotatably provided on the odd speed stage input shaft 31.
The even speed stage input shaft 32 is provided with a second speed drive gear 42, a fourth speed drive gear 44, and a sixth speed drive gear 46 so as to be rotatable.
The common output shaft 33 has a 1-2 speed driven gear 48 meshed with the drive gears 41, 42, a 3-4 speed driven gear 49 meshed with the drive gears 43, 44, and a 5-speed meshed with the drive gears 45, 46. A 6-speed driven gear 50 and a reverse driven gear 51 are provided so as to be integrally rotatable.
Transmission between the reverse drive gear 47 and the reverse driven gear 51 is enabled by a reverse idler gear 53 meshing with the reverse drive gear 47 and the reverse idler gear 53 is rotatably supported in the transmission case 22 via an idler shaft 52.

The odd speed stage input shaft 31 is further provided with a 1-3 speed sync mechanism 54 disposed between the drive gears 41 and 43 and a 5-reverse speed sync mechanism 55 disposed between the drive gears 45 and 47.
The 1-3 speed sync mechanism 54 drives and couples the 1st speed drive gear 41 to the shaft 31 when the coupling sleeve 54a moves rightward from the neutral position shown in the figure, and rotates the engine to the shaft 31 for the 1st speed drive gear 41. To achieve the first speed selection state transmitted to the output shaft 33 through the driven gear 48,
When the coupling sleeve 54a is moved to the left from the illustrated neutral position, the third speed drive gear 43 is drivingly coupled to the shaft 31, and the engine rotation to the shaft 31 is transferred from the third speed drive gear 43 to the output shaft 33 via the driven gear 49. The third speed selection state to be transmitted shall be achieved.
The 5-reverse speed synchronization mechanism 55 drives and couples the 5-speed drive gear 45 to the shaft 31 when the coupling sleeve 55a moves rightward from the neutral position shown in the figure, and rotates the engine to the shaft 31 to drive the 5-speed drive gear 45. To achieve the fifth speed selection state that is transmitted to the output shaft 33 through the driven gear 50,
When the coupling sleeve 55a is moved to the left from the illustrated neutral position, the reverse drive gear 47 is drivingly coupled to the shaft 31, and the engine rotation to the shaft 31 is transmitted from the reverse drive gear 47 through the idler gear 53 and the driven gear 51 to the output shaft 33. It is assumed that a reverse selection state that is transmitted under reverse rotation is achieved.

The even speed stage input shaft 32 further includes a 2-4 speed sync mechanism 56 disposed between the 2nd speed drive gear 42 and the 4th speed drive gear 44, and a 6th speed sync mechanism 57 disposed adjacent to the 6th speed drive gear 46. Provide.
When the coupling sleeve 56a is moved to the right from the neutral position shown in the figure, the 2-4 speed sync mechanism 56 is connected to the shaft 32 for driving the 2nd speed drive gear 42 to rotate the engine 32 to the 2nd speed drive gear 42. To achieve the second speed selection state that is transmitted to the output shaft 33 through the driven gear 48,
When the coupling sleeve 56a is moved to the left from the neutral position shown in the figure, the 4-speed drive gear 44 is drivingly coupled to the shaft 32, and engine rotation to the shaft 32 is transferred from the 2-speed drive gear 42 to the output shaft 33 via the driven gear 49. The 4th speed selection state to be transmitted shall be achieved.
The 6-speed sync mechanism 57 drives the 6-speed drive gear 46 to the shaft 32 to drive the coupling sleeve 57a to the right from the neutral position shown in the figure, and the engine rotation to the shaft 32 is driven from the 6-speed drive gear 46 to the driven gear. It is assumed that the sixth speed selection state that is transmitted to the output shaft 33 through 50 is achieved.

A final drive gear 58 is provided at the end of the common output shaft 33 so as to be integrally rotatable, and a final drive gear 58 is provided between the final drive gear 58 and the final drive ring gear 4 so as to be rotatable on the idler shaft 59. Drive-coupled by a drive idler gear 60.
Therefore, the post-shift rotation that has reached the output shaft 33 as described above is transmitted from the final drive gear 58 to the differential gear device 5 via the final drive idler gear 60 and the final drive ring gear 4, and used for driving the wheels 6. .

As is clear from the above, the odd-numbered speed clutch Cl is a clutch that should be engaged when the gear transmission mechanism selects the first, third, fifth, reverse reverse speed, ,
The even speed shift clutch C2 is a clutch that should be engaged when the gear transmission mechanism selects the even speed shift stages of the second speed, the fourth speed, and the sixth speed.

The manual transmission 3 converts the rotational torque input from the odd-numbered gear clutch Cl or the even-numbered gear clutch C2 from the engine E at each gear stage by a gear ratio corresponding to the gear stage, and the output shaft 33 and the final drive gear. 58, and the torque is then transmitted from the final drive ring gear 4 and the differential 5 to the drive wheels 6.
In the shifts for selecting the respective gears, the clutches corresponding to the gears of the other group to be selected next out of the odd-numbered gear clutch Cl and the even-numbered gear clutch C2 which are normally both engaged (the next) Pre-shift for releasing the engagement-side clutch to be engaged), and in this state, the gear group of the other group to be selected next is selected, and then the gear group corresponding to the currently selected gear stage is selected. While releasing the clutch (release side clutch to be released next) from the engaged state, changing the clutch that engages the engagement side clutch released by the pre-shift from the currently selected shift stage to the shift stage of another group This is done by making a state in which no gears in the previously selected gear group are selected. Also side clutch allowed to conclude.

The clutches C1 and C2 are engaged and disengaged by, for example, the electric clutch actuator 16 shown in FIG. 1, and the coupling sleeves 54a, 55a, 56a, and 57a are stroked at the time of selection / deselection of the shift stage. The manual transmission 3 is shifted by, for example, an electric shift actuator 17 shown in FIG.
The clutch actuator 16 and the shift actuator 17 are electronically controlled by the transmission controller 7.

The engine E is controlled by the fuel injection valve 2 and the electronically controlled throttle valve 20, and the engine controller 8 controls the opening time of the fuel injector 2 and the opening degree of the electronically controlled throttle valve 20, respectively. And
The engine controller 8 receives a signal from an accelerator opening sensor 18 that detects an accelerator pedal depression amount APO and a signal from a throttle opening sensor 19 that detects a throttle opening TVO of an electronically controlled throttle valve 20. .

The engine controller 8 normally controls the detected value of the throttle opening TVO to an opening corresponding to the accelerator pedal depression amount APO, and the fuel corresponding to the intake air amount determined by the throttle opening TVO thus controlled is the engine. The valve opening time of the fuel injection valve 2 is controlled so as to be supplied to E.
Therefore, during coasting including deceleration travel where the accelerator pedal depression amount APO is 0, in addition to setting the throttle opening TVO to 0/8, the engine output is unnecessary, so as to save fuel consumption. Then, fuel cut is performed with the valve opening time of the fuel injection valve 2 set to zero.
However, it goes without saying that when the engine speed is reduced to the set speed or the vehicle speed is reduced to the set vehicle speed, the fuel cut is stopped and fuel injection is restarted (fuel recovery is performed) to prevent engine stall. .

For electronic control of the clutch actuator 16 and the shift actuator 17, the transmission controller 7 includes
A signal from an input rotation sensor 9 for detecting input rotation speeds Nc1, Nc2 from these clutches to the manual transmission 3 when the clutches C1, C2 are engaged;
A signal from the clutch position sensor 10 for detecting the operation position (stroke position between engagement and release) of the clutches C1 and C2,
A signal from the output rotation sensor 11 for detecting the output rotation speed No (vehicle speed VSP) from the manual transmission 3;
A signal from the gear position sensor 12 for detecting the currently selected shift speed from the operating state of the shift actuator 17;
A signal from the brake switch 13 that is turned on when the brake pedal is depressed,
A signal from the shift lever switch 14 for detecting the shift lever position;
A signal from the transmission mode switch 15 for instructing the transmission mode;
A signal from the engine rotation sensor 61 for detecting the engine speed Ne;
A signal from the deceleration sensor 62 that detects the deceleration G of the vehicle is input.

The transmission controller 7 basically determines a target gear position from the vehicle speed VSP and the throttle opening TVO based on the planned shift pattern (shift line) based on these input information, It is determined whether or not a shift should be performed based on whether or not the selected gear is different.
If the currently selected gear position matches the target gear position, no gear shift is necessary, so no gear shift is performed. If both gear positions are different, the currently selected gear position is as follows. To shift to a target gear position.
That is, the pre-shift for releasing the clutch related to the target gear group (the clutch to be engaged next) among the odd gear clutch Cl and the even gear clutch C2 that are both engaged during non-shifting. In this state, the target gear position in the group is selected, and then the clutch related to the gear group corresponding to the currently selected gear position (the release side clutch to be released next) is released from the engaged state. While shifting, the shift from the currently selected shift stage to the target shift stage is performed by changing the clutch that engages the engagement-side clutch released by the pre-shift, and after the shift, the previously selected shift stage The disengagement side clutch is also engaged by setting none of the gears in the group to a selected state.

  Information can be exchanged between the transmission controller 7 and the engine controller 8 through two-way data communication including input information. When the transmission controller 7 performs a shift at the time of fuel cut, the throttle opening to the engine controller 8 is prevented to prevent a shift shock. When transmitting the increase / return of TVO, the engine controller 8 operates the electronic control throttle valve 20 in accordance with the command.

The transmission controller 7 executes the control program shown in FIG. 3 based on the above input information, and performs the throttle opening increase control for preventing the shift shock, which should be performed at the time of shifting at the time of fuel cut, as follows. Then, a throttle opening increase command corresponding to the control result is output to the engine controller 8.
First, in step S1, it is determined whether or not the fuel cut accompanying the inertia running is in progress. If the fuel cut is not in progress, even if a shift occurs, the throttle opening for preventing a shift shock targeted by the present invention is set. Since the increase control is unnecessary, the control is terminated as it is.

When it is determined in step S1 that the fuel cut is in progress, it is sequentially determined in steps S2 and S3 whether or not the engine speed Ne is a fuel-cut possible speed equal to or higher than the set speed, and the vehicle speed VSP is equal to or higher than the set vehicle speed. It is determined whether or not the vehicle speed is capable of fuel cut.
When the engine speed Ne is less than the set speed or the vehicle speed VSP is less than the set vehicle speed, the fuel cut is stopped (fuel recovered), and even if a shift occurs, the present invention aims Therefore, in step S8, the target throttle opening TVOs is set to fully closed (0/8) due to inertial running, and the fuel recovery, idle The engine controller 8 is commanded to forcibly turn on the switch and the control is terminated.

In steps S2 and S3, when it is determined that the engine speed Ne is equal to or higher than the set speed and the vehicle speed VSP is equal to or higher than the set vehicle speed, that is, when the fuel cut is continuing, in step S4, Check if shifting is in progress.
If the speed is not being changed, the throttle opening degree increase control for preventing a shift shock, which is a target of the present invention, is unnecessary, and thus the control is terminated as it is.
When it is determined in step S4 that the gear shift is in progress, this shift is coupled with the above-described determinations in steps S1 to S3. Therefore, the throttle opening increase control for shift shock prevention according to the present invention is performed as follows. Do.
Therefore, steps S1 to S4 correspond to the fuel cut shift detection means in the present invention.

In the throttle opening increase control for preventing shift shock according to the present invention, first, in step S5, it is checked whether or not the engagement-side clutch C1 or C2 related to the target shift group is in the middle of engagement.
If it is in the middle of the engagement, the soft idle switch is forcibly turned on in step S6 to correspond to the fuel recovery by the throttle control at the time of shifting, and then in step S7, the engine speed is based on the map illustrated in FIG. The target throttle opening TVOs is obtained from Ne, and this is instructed to the engine controller 8 to set the throttle opening TVO of the electronic control throttle valve 20 to this target value TVOs.
Therefore, step S7 corresponds to the engine intake passage opening increasing means in the present invention.

Here, the reverse drive load of the engine during the shift at the time of fuel cut becomes more rapid as the engine speed Ne increases, and a large shift shock is generated.
Therefore, the target throttle opening TVOs is increased as the engine speed Ne is higher as illustrated in FIG. 4, and the reverse drive load of the engine during the fuel cut speed change as the engine speed Ne changes, for example, as a solid line in FIG. As shown in the figure, it is set in advance so as to change gradually and exhibit a change useful for mitigating the shift shock.
The target throttle opening TVOs is determined in advance, instead of being determined in advance as shown in FIG. Needless to say, the target throttle opening TVOs obtained by feedback control can be used so that the reverse driving load follows this.

When the engagement of the engagement-side clutch C1 or C2 related to the target gear stage group is advanced and the engagement input / output rotation difference is 0, the control proceeds to step S9 in step S5. It is determined whether or not the engagement-side clutch related to the gear group is in a fully engaged state in which the engagement force is maximized.
Until the engagement-side clutch is completely engaged and completely engaged, in step S10, the target throttle opening TVOs is obtained from the vehicle deceleration G based on the planned map illustrated in FIG. The throttle opening TVO of the electronically controlled throttle valve 20 is set to this target value TVOs.
Therefore, step S10 corresponds to the engine intake passage opening increasing means in the present invention.

Here, the reverse drive load of the engine during the shift at the time of fuel cut increases as the vehicle deceleration G increases, and the degree of sudden change becomes more severe, causing a large shift shock.
Therefore, the target throttle opening TVOs increases as the vehicle deceleration G increases as illustrated in FIG. 5, and the reverse drive load of the engine during the fuel cut shift changes gently as shown by a solid line in FIG. 6, for example. In addition, it is determined in advance so as to exhibit a change useful for mitigating the shift shock.
The target throttle opening TVOs is determined in advance, instead of being predetermined as shown in FIG. 5, in which a gentle change in the engine reverse drive load that is preferable for the shift shock corresponding to the change in the vehicle deceleration G is determined in advance. Needless to say, the target throttle opening TVOs obtained by feedback control can be used so that the reverse driving load follows this.

  Then, when it is determined in step S9 that the engagement-side clutch related to the target gear stage group has finally reached the fully engaged state in which the engagement force is maximized, the throttle control for preventing a shift shock at the time of fuel cut is aimed at by the present invention. Exit.

The throttle control for preventing a shift shock at the time of fuel cut will be described below in the case where a 4 → 3 downshift at the time of fuel cut shown in FIG. 6 is performed.
The automatic shift operation described above for the 4 → 3 downshift is sequentially performed, and the automatic clutch (disengagement side clutch) related to the currently selected shift speed (fourth speed) group for switching control of the clutches C1 and C2. After t0 when C2 starts the stroke toward the disengagement side, the automatic clutch (engagement side clutch) C1 related to the group of the target gear stage (third speed) starts the stroke toward the engagement side (step S5) From the instant t1, Originally, the throttle opening TVO should be 0/8 as shown by a broken line for inertial running with the accelerator pedal released, but as shown by a solid line, the opening increases according to the engine speed Ne (step S7). )

  The increase of the throttle opening according to the engine speed Ne is continued until the instant t2 when the automatic clutch (engagement side clutch) C1 related to the group of the target gear stage (third speed) completes the engagement (step S5). From this moment t2 until the clutch C1 is completely engaged (step S9), the throttle opening TVO is increased according to the vehicle deceleration G (step S10) as shown by the solid line, and the clutch C1 is engaged. The throttle control for preventing shift shock at the time of fuel cut, which is the target of the present invention, is terminated at the instant t3 when the clutch is completely engaged.

According to the throttle opening increase control for the 4 → 3 downshift at the time of the fuel cut, the following effects can be obtained.
In other words, if the throttle opening TVO is adjusted to coasting during the gear shift and kept at the minimum opening 0/8 as shown by the broken line, the reverse drive load (pumping load) of the engine suddenly changes as shown by the broken line, It will cause a big shift shock,
According to the throttle opening increase control for 4 → 3 downshift at the time of fuel cut according to this embodiment, the reverse drive load (pumping load) of the engine can be gradually changed as shown by the solid line, and the reverse drive of the engine It is possible to avoid a large shift shock due to a sudden change in load (pumping load).

In the present embodiment, the above-mentioned effect can be obtained by increasing the throttle opening. However, if the opening of the engine intake passage is increased, it does not necessarily depend on the increase of the throttle opening TVO. Similar objectives can be achieved.
However, the electronically controlled throttle valve 20 including the control system is an existing one, and in this embodiment, the opening degree of the engine intake passage is increased by using the electronically controlled throttle valve 20 and the control system already provided. Of course, it is advantageous in terms of cost.

In this embodiment, when the throttle opening (engine intake passage opening) is increased, the opening increase amount is increased as the engine speed is higher during the engagement of the engagement side clutch (see FIG. 4). Because the higher the vehicle deceleration is, the larger the time from the completion of engagement of the engagement side clutch to the complete engagement is (see FIG. 5),
The reverse drive load (pumping load) of the engine can be gradually changed from the start of engagement of the engagement side clutch to complete engagement, and a large shift shock due to a sudden change in the reverse drive load (pumping load) of the engine is ensured. It can be avoided.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagrammatic configuration diagram showing a twin clutch type manual transmission including an automatic transmission control device according to an embodiment of the present invention together with its transmission control system. It is a diagrammatic block diagram which shows the internal structure of the twin clutch type manual transmission. 3 is a flowchart showing a program for throttle control for preventing a shift shock at the time of fuel cut executed by the transmission controller in the same embodiment. FIG. 5 is a change characteristic diagram of a target throttle opening for preventing a shift shock at the time of fuel cut, which should be set while the engagement side clutch is being engaged in the control program. FIG. 6 is a characteristic diagram of a target throttle opening for gearshift shock prevention at the time of fuel cut, which should be set between the completion of engagement of the engagement side clutch and complete engagement in the control program. It is an operation | movement time chart of the throttle control for a gear shift at the time of a fuel cut (4th speed-> 3rd speed downshift) shock prevention in the Example.

Explanation of symbols

E Engine 2 Fuel injection valve 3 Manual transmission 4 Final drive ring gear 5 Differential gear device 6 Drive wheel 7 Transmission controller 8 Engine controller 9 Input rotation sensor
10 Clutch position sensor
11 Output rotation sensor
12 Gear position sensor
13 Brake switch
14 Shift lever switch
15 Shift mode switch
C1 Automatic clutch for odd gears
C2 Even-speed automatic clutch
16 Clutch actuator
17 Shift actuator
18 Accelerator position sensor
19 Throttle opening sensor
20 Electronically controlled throttle valve
21 Clutch case
22 Transmission case
23 Engine output shaft
24 Clutch input member
25 Clutch output member
26 Clutch output member
31 Odd gear stage input shaft
32 Even speed stage input shaft
33 Common output shaft
36 idler gear
41 1-speed drive gear
42 2-speed drive gear
43 3-speed drive gear
44 4-speed drive gear
45 5-speed drive gear
46 6-speed drive gear
47 Reverse drive gear
48 1-2 speed driven gear
49 3-4 speed driven gear
50 5-6 speed driven gear
51 Reverse driven gear
53 Reverse idler gear
54 1-3 speed synchro mechanism
55 5-Reverse speed sync mechanism
56 2-4 speed sync mechanism
57 6-speed sync mechanism
58 Final drive gear
60 Final Drive Idler Gear
61 Engine rotation sensor
62 Vehicle deceleration sensor

Claims (4)

In the state where an automatic clutch for each gear stage is provided between the engine and the manual transmission, and a gear stage in one gear group is selected and the corresponding automatic clutch is engaged, the other gear group Do not select any gear, and when shifting, select a gear in the other gear group and release the automatic clutch associated with the one gear group from the state in which the corresponding automatic clutch is released. In addition, in the automatic transmission control device for a manual transmission for fastening the automatic clutch related to the other gear group, and performing the gear shifting by clutch switching control,
A shift detection means at the time of fuel cut for detecting that the shift is performed during a fuel cut in which fuel supply to the engine is stopped due to inertial running;
Engine intake passage opening increasing means for increasing the intake passage opening of the engine by an amount necessary for preventing a shift shock during a shift after the shift is detected by the means is detected. Automatic transmission control device for manual transmission. In the automatic transmission control device according to claim 1,
The automatic transmission control device for a manual transmission, wherein the engine intake passage opening increasing means increases the opening of the engine intake passage by increasing the throttle opening of the engine. In the automatic transmission control device according to claim 1 or 2,
The engine intake passage opening increasing means is configured to increase the opening increasing amount as the engine speed increases while the engagement-side automatic clutch is being engaged. . In the automatic transmission control device according to any one of claims 1 to 3,
The engine intake passage opening increasing means is configured to increase the opening increase as the vehicle deceleration increases from the completion of engagement of the engagement-side automatic clutch to complete engagement. Automatic transmission control device.

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