JP2006070708A - Mechanical automatic shift control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a mechanical automatic shift control device capable of performing engine output control without deteriorating a traveling feeling, without a shock of speed reduction, when completing a shift of a mechanical automatic shift mechanism 5. <P>SOLUTION: When a shift signal generating means 33 of a shift ECU 41 detects completion of the shift, an engine output control means 25 controls engine output by acquiring the engine output without transmitting driving torque to a transmission by offsetting rotational resistance corresponding to a rotating speed of an engine 1 by referring to an α value map 27. The engine output control means 25 controls the engine output up to becoming the engine output corresponding to accelerator operation of a driver at a predetermined rate of change from this engine output. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a mechanical automatic transmission control device for a vehicle, and relates to a mechanical automatic transmission control device that controls engine output at the time of completion of gear shifting so that the vehicle continues to travel smoothly.

In recent years, mechanical automatic transmissions have been developed and put to practical use as automatic transmissions, with automatic transmissions provided by attaching actuators to transmission gear mechanisms and clutch mechanisms similar to those of manual vehicles. It is mainly applied to large vehicles such as buses.
In such a mechanical automatic transmission, the throttle opening (in the case of a gasoline engine) or the fuel injection amount (in the case of a diesel engine) is controlled by a transmission control device, and at the end of the shift control operation, The engine output is returned to the throttle opening corresponding to the accelerator depression amount (accelerator opening) of the driver or the fuel injection amount, and the shift operation is finished (see Patent Document 1).
That is, as shown in FIG. 7, when the shift control device determines that a shift is necessary from information such as the vehicle speed and the engine load (t = t0), first, the throttle opening or fuel injection is performed. The clutch is disengaged after changing the amount, and the gear of the transmission is changed while the clutch is disengaged (t = t1 to t2). Finally, after the clutch is engaged or engaged (t = t2) The throttle opening or the fuel injection amount 0 is changed as a starting point, and control is performed to return to the throttle opening or fuel injection amount (t = t3) corresponding to the accelerator opening of the driver.

  However, when such control is performed, when the engine output is returned to the throttle opening or fuel injection amount corresponding to the accelerator depression amount (accelerator opening) of the driver, the starting point of the throttle opening or fuel injection amount is zero. For this reason, when the clutch is engaged, there is a problem that deceleration due to the rotational resistance of the engine or the like occurs. This causes the driver to decelerate despite stepping on the accelerator and requesting acceleration, leading to deterioration in driving feeling and shock.

  The present invention has been made in view of such problems, and its purpose is to generate deceleration or the like when returning the throttle opening or the fuel injection amount to the engine output corresponding to the accelerator opening of the driver when shifting is completed. It is an object of the present invention to provide a mechanical automatic shift control device that achieves smooth shift completion without causing the shift.

  In order to solve the above-mentioned problems, the present invention provides a shift actuator for performing a shift speed change operation of a mechanical automatic transmission connected to an engine, a gear shift control means for controlling the operation of the shift actuator, the engine, and the mechanical type. A clutch interposed between the automatic transmission, a clutch actuator for driving the clutch, a clutch control means for controlling the operation of the clutch actuator, and an engine output torque control means for controlling the output of the engine, An engine output torque control means controls the engine output so that the engine output becomes an engine output value that cancels out the rotational resistance of the engine when the clutch is engaged after a shift is completed. .

  The engine output torque control means controls the output of the engine based on a predetermined engine output map that is defined in advance with respect to the relationship between the engine speed and the engine output value that cancels the rotational resistance. That is, when the shift is completed, the engine output torque control means first refers to the engine output map, obtains an engine output value that cancels the rotational resistance corresponding to the engine speed at that time, and outputs the engine output value to the engine output value. Set. As a result, it is possible to prevent the occurrence of deceleration due to the rotational resistance of the engine when the clutch is engaged when the shift is completed.

  The engine output torque control means controls the engine output when the clutch is engaged after the shift is completed to change from an engine output value at which the rotational resistance is canceled to an engine output value according to the accelerator opening by the driver. . As a result, the engine output smoothly changes to the engine output corresponding to the accelerator depression amount (accelerator opening) by the driver himself, and it becomes possible to prevent the deterioration of the running feeling and the occurrence of shock due to the automatic shift.

  The mechanical automatic shift control device of the present invention makes it possible to appropriately control the engine output when shifting is completed, and to eliminate the problem of deterioration in running feeling and occurrence of shock.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a configuration diagram showing the configuration of a mechanical automatic transmission according to an embodiment of the present invention, FIG. 2 is a functional configuration diagram of the mechanical automatic transmission, and FIG. 3 is an engine output control at the completion of a shift. FIG. 4 is a diagram showing a change in engine output upon completion of a shift, FIG. 5 is another diagram showing an engine output change upon completion of a shift, and FIG. 6 is a diagram showing an engine output map.

  First, the configuration of a mechanical automatic transmission according to an embodiment of the present invention will be described with reference to FIG. The engine 1 includes a clutch mechanism 3 having a friction clutch, and a mechanical automatic transmission mechanism 5 connected to an output portion of the engine 1 via the clutch mechanism 3. A clutch electric motor (CCU) 21 is connected to the clutch mechanism 3 as a clutch actuator, and the clutch 3 is connected and disconnected by operating the clutch electric motor 21.

  The mechanical automatic speed change mechanism 5 is driven by a gear shift electric motor (GSU) 31 to perform a speed change operation. The gear shift electric motor 31 includes two sets of electric motors for driving the gear shift members in the select direction and the shift direction in the mechanical automatic transmission mechanism 5. At the time of shifting, the gear shift member is driven by the gear shifting electric motor 31 to switch the meshing state of the mechanical automatic transmission mechanism 5, thereby shifting the gear stage to a desired state.

  The engine 1 is controlled by an engine control signal 141 output from an engine electronic control unit (engine ECU) 43. The engine ECU 43 includes a central processing unit (CPU) 431 that executes arithmetic processing according to a control program, a read-only memory (ROM) 435 that stores a control program and the like, a random access memory (RAM) 433 that stores calculation results and the like, and input / output It has an interface 437, a timer 439, and the like, and generates an engine control signal 141 and an exhaust drive signal 143 for driving an exhaust brake (exhaust system) 53.

  Signals input to the engine ECU 43 are a vehicle speed signal 135 obtained by counting a vehicle speed sensor signal provided on the output side of the mechanical automatic transmission mechanism 5 by the pulse divider 49, a rotation speed signal 137 of the engine 1, an accelerator pedal 9 , An accelerator opening signal 117 by an accelerator depression amount sensor attached to, a signal N position signal 139 indicating a neutral state, and the like are input via an input / output interface 437. The accelerator opening signal 117 is detected, for example, as a voltage value corresponding to the depression amount of the accelerator pedal 9 by the driver, and is input as a digitized value by A / D conversion.

  The clutch electric motor 21 and the gear shift electric motor 31 are driven via a control signal from a transmission electronic control unit (transmission ECU) 41. Similarly to the engine ECU 43, the transmission ECU 41 stores a central processing unit (CPU) 411 that executes arithmetic processing according to a control program, a control program including an engine output control program described later, an engine output map described later, and the like. A read only memory (ROM) 415, a random access memory (RAM) 413 for storing calculation results, an input / output interface 417, a timer 419, and the like are included.

  A change lever unit signal 113 which is an operation signal of the change lever unit 13 via the input / output interface 417, a parking brake operation signal 115 which is turned on when the parking brake 11 is pulled and transmits the operation of the parking brake, and is attached to the accelerator pedal 9. The accelerator pedal position signal 117 by the accelerator depression amount sensor, the brake pedal operation signal 119 which is turned on when the brake pedal 7 is depressed and transmits the brake operation, the clutch stroke signal 121 output by the clutch electric motor 21, and the gear shift electric motor. The shift / select stroke signal 123 output from the motor 31, the clutch rotational speed signal 125 that is the output side rotational speed of the clutch mechanism 3, the clutch wear / stroke signal 127 detected by the clutch mechanism 3, A vehicle speed signal 129 which is obtained by counting the pulse divider 49 a vehicle speed sensor signal provided at the output side of the transmission mechanism 5, speed signal 131 of the engine 1 is inputted to the transmission ECU 41.

  The transmission ECU 41 processes these input signals to drive the clutch electric motor 21 and the gear shift electric motor 31 (CCU motor drive signal 103 and GSU motor drive signal 105, respectively). The power signal 101 is output via the input / output interface 417. Further, the transmission ECU 41 outputs a gear position signal 111 indicating the gear position of the mechanical automatic transmission mechanism 5 to the indicator 15. The CCU motor drive signal 103, the GSU motor drive signal 105, and the power supply signal 101 output from the transmission ECU 41 are input to a drive unit 45 that is a power circuit. The drive unit 45 is connected to the battery 47, and applies a voltage to the clutch electric motor 21 in accordance with the CCU motor drive signal 103 described above, and applies a voltage to the gear shift electric motor 31 in accordance with the GSU motor drive signal 105.

  The transmission ECU 41, the engine ECU 43, and other electronic control units (not shown) are connected to the bus 42 and exchange signals with each other.

  The driver can operate the change lever unit 13 while switching between the automatic shift mode and the manual shift mode. That is, in the state where the driver puts the lever of the change lever unit 13 in the drive “D”, the optimum gear position is determined based on the input signals indicating various driving states (for example, vehicle speed and engine load). The transmission ECU 41 controls the clutch electric motor 21 and the gear shift electric motor 31 so as to switch the gear position to the engine speed, and the engine ECU 43 also receives a shift signal sent from the transmission ECU 41 via the bus 42 or an engine speed signal. The engine output or the like is controlled according to 137 or the like (automatic shift mode).

  On the other hand, it is also possible for the driver to issue a gear shift command by manual operation. When the driver puts the lever of the change lever unit 13 into “+” or “−”, the current gear shift step is increased by one step. Alternatively, a change lever operation signal 113 for lowering by one step is input to the transmission ECU 41. Based on this signal, the transmission ECU 41 controls the clutch electric motor 21 and the gear shift electric motor 31, and the engine ECU 43 controls the engine output and the like according to a shift signal sent from the transmission ECU 41 via the bus. (Manual shift mode).

That is, in the automatic shift mode, the transmission ECU 41 determines the necessity of changing the gear position based on information on the running state such as the vehicle speed and the engine load. In the manual shift mode, the transmission ECU 41 Based on the above, a shift signal is output to control clutch disengagement-gear shift-clutch engagement. The engine ECU 42 appropriately controls the output of the engine 1 during the clutch disengagement-gear shift-clutch engagement based on the shift signal output from the transmission ECU 41 regardless of the automatic shift mode or the manual shift mode.
The transmission ECU 41 can be provided with a function for controlling the output of the engine.

  As shown in FIG. 2, the transmission ECU 41 shifts the gear of the mechanical automatic transmission mechanism 5 based on the shift signal generation unit 33 that generates a shift signal and the shift signal generated by the shift signal generation unit 33. Furthermore, a gear shift control means 35 for controlling the gear shift electric motor 31 and a clutch control means 23 for controlling the clutch electric motor 21 so that the clutch mechanism 3 is properly connected before and after the gear shift are provided.

The transmission ECU 41 is provided with engine output control means 25. The engine output means 25 receives the shift signal output from the shift signal generation means 33 and the clutch engagement / disconnection signal generated by the clutch control means 23, obtains an engine output suitable for the state, and sends it to the engine ECU 43. The engine ECU 43 controls the output of the engine 1 based on this engine output information.
Here, the engine output control means 25 generally controls the output of the engine 1 by controlling the throttle opening in the case of a gasoline vehicle, and by controlling the fuel injection amount in the case of a diesel vehicle.

Further, the transmission ECU 41 includes an engine output map 27 (α value map) used when the engine output control means 25 obtains an appropriate engine output. The engine output map 27 (α value map) shows the relationship between the rotational speed of the engine 1 and the throttle opening or fuel injection amount corresponding to the engine output value at which the rotational resistance is canceled.
When the speed change operation is completed, the engine output control means 25 receives the rotational speed signal 131 of the engine 1 at that time from the engine ECU 43, refers to the engine output map 27, and calculates the rotational resistance corresponding to the engine rotational speed at that time. The throttle opening or fuel injection amount for outputting the engine output value to be canceled is determined as the initial value after the shifting operation, and the throttle opening or fuel injection is performed up to the throttle opening or fuel injection amount corresponding to the accelerator opening of the driver. Change instruction information for changing the amount is sent to the engine ECU 43 via the bus 42.
The engine ECU 43 controls the output of the engine 1 based on the change instruction information of the throttle opening or the fuel injection amount sent from the transmission ECU 41. Thus, after the shifting operation, it is possible to smoothly shift to the throttle opening or the fuel injection amount corresponding to the accelerator opening of the driver.

  The control program for the shift signal generation means 33, the gear shift control means 35, the clutch control means 23, the engine output control means, and the engine output map (α value map) 27 described above are stored in the ROM 415 of the transmission ECU 41. And processed by the CPU 411.

Next, the flow of processing of the engine output control means 25 at the time of completion of shifting will be described along the flowchart of FIG.
This shift control is performed in the automatic shift mode or the manual shift mode, and in the automatic shift mode, the transmission ECU 41 determines the necessity of switching the shift stage based on the traveling state such as the vehicle speed and the engine load, Switch. In the manual shift mode, the necessity of switching the gear position is determined according to the driver's shift lever operation, and the switching is performed. That is, the shift signal generating means 33 outputs a shift signal to the gear shift control means 35 and the clutch control means 23, the clutch electric motor 21 is controlled by the control of the clutch control means 23, the clutch mechanism 3 is disconnected, The gear shift electric motor 31 is controlled by the gear shift control means 35, and the mechanical automatic transmission mechanism 5 switches the gear position.

In the flowchart of the engine control process at the time of completion of the shift in FIG. That is, it is determined whether or not the gear change has been completed by determining whether or not the gear engagement is completed based on the shift / select stroke signal 123 input to the transmission ECU 41 (S201).
When the gear engagement is completed (yes in S201), the difference between the engine speed and the clutch speed is obtained, and it is determined whether or not this is equal to or less than a predetermined value β (S202). Here, the engine speed is an engine speed signal 131 input from the engine ECU 43 to the transmission ECU 41, and the clutch speed is a clutch speed signal 125 input from the clutch mechanism 3 to the transmission ECU 41. The predetermined difference value β is a value determined in advance.
If the difference between the clutch rotational speed and the engine rotational speed is greater than the predetermined value β (no in S202), the process of S202 is repeated, and if the difference is smaller than the predetermined value β (yes in S202), the clutch Half-clutch control for switching from disconnection to contact is started (S203). That is, the clutch control means 23 controls the clutch electric motor 21 and controls the clutch mechanism 3 to shift to the half-clutch state.

Next, it is determined whether or not the clutch stroke signal 127 sent from the clutch mechanism 3 to the transmission ECU 41 is smaller than a predetermined value γ, that is, whether or not the clutch is on the contact side (S204). This is to determine whether or not the clutch is engaged to some extent. Here, the predetermined value γ is a value determined in advance.
If the clutch stroke 127 is greater than or equal to the predetermined value γ (No in S204), the process of S204 is repeated until the clutch stroke 127 becomes smaller than the predetermined value γ. When the clutch stroke becomes smaller than the predetermined value γ (yes in S204), that is, when the clutch is more than a certain contact side, control of the engine output according to the α value map (engine output map) 27 is started. To do.

4 and 5 are diagrams showing engine output control at the time of completion of shifting, and FIG. 6 is an explanatory diagram of an α value map (engine output map).
As shown in FIGS. 4 and 5, the driver keeps stepping on the accelerator at the accelerator opening amount desired by the driver. While the shift control is being executed, the clutch is disengaged, and when the shift is completed and the difference between the engine speed and the clutch speed is equal to or less than the predetermined value β (yes in S202, t = t1 in FIG. 4, t5 T = t1 ′), the control for shifting the clutch to the contact side is started. When the clutch stroke becomes smaller than the predetermined value γ (yes in S204, t = t2 in FIG. 4, t = t2 ′ in FIG. 5), the engine output control means 25 refers to the α value map 27 to change the speed. The α value corresponding to the engine speed signal 131 input to the machine ECU is read, and the engine ECU 43 is controlled to set the throttle opening or the fuel injection amount to α (S205).

  As described above, the α value map (engine output map) 27 shows the relationship between the rotational speed of the engine 1 and the throttle opening or fuel injection amount corresponding to the engine output value at which the rotational resistance is canceled. FIG. 6 shows the relationship between the engine speed and the fuel injection amount α corresponding to the engine output value at which the rotational resistance is offset. This is an α value map 27 in which the relationship between the engine speed M and the fuel injection amount α is generally targeted for engine control of diesel vehicles. For example, when the engine control is performed by the throttle opening as in a gasoline vehicle, the relationship between the throttle opening α and the engine speed M for obtaining the engine output in which the rotational resistance is canceled is represented by the α value map 27. Good.

Whether the fuel injection amount is used in the α value map or the throttle opening is used in the α value map, the α value is obtained by measuring in advance. In this measurement, in the case of a diesel vehicle, as shown in FIG. 6, α = about 7 mm ³ / st at the engine idling speed of 650 rpm, and α = about 20 mm ³ / st at the highest engine speed of 3000 rpm. Got. The α value during that time is also measured in increments of about 200 rpm. Here, st is the ignition stroke of the engine.

Then, as described above, when the clutch stroke becomes smaller than the predetermined value γ (yes in S204, t = t2 in FIG. 4, t = t2 ′ in FIG. 5), this α value map 27 is read, The fuel injection amount or the throttle opening is controlled so as to have an α value corresponding to the engine speed at the time (S205).
Next, the fuel injection amount or throttle opening corresponding to the accelerator opening at that time (t = t2 in FIG. 4, t = t2 ′ in FIG. 5) by the driver is compared with the α value set in S205 (S206). ). Since the engine 1 of the vehicle is controlled in the automatic shift mode, the fuel injection amount or the throttle opening coincides with the fuel injection amount or the throttle opening corresponding to the accelerator opening by the driver's operation during the automatic shift. There may not be. Therefore, after the fuel injection amount or the throttle opening is controlled to an α value, a process of changing the fuel injection amount or the throttle opening corresponding to the accelerator opening operated by the driver is performed.

  First, when the α value is smaller than the fuel injection amount or the throttle opening corresponding to the accelerator opening by the driver's operation (yes in S206), the fuel injection amount or the throttle opening is set to a predetermined value as shown in FIG. (S207). Then, it is determined whether or not the fuel injection amount or the throttle opening corresponding to the accelerator operation of the driver has been reached (S208). If not reached (No in S208), the process of S207 is repeated. When the fuel injection amount or the throttle opening corresponding to the driver's accelerator operation is reached (yes in S208), the engine control process at the completion of the shift is completed. If the clutch is completely engaged (Yes in S209), the shift completion control is terminated.

  On the other hand, when the α value is larger than the fuel injection amount or the throttle opening corresponding to the accelerator opening by the driver's operation (No in S206), the fuel injection amount or the throttle opening is set to a predetermined value as shown in FIG. (S210). Then, it is determined whether or not the fuel injection amount or the throttle opening corresponding to the driver's accelerator operation has been reduced (S211). If not, the process of S210 is repeated. If the fuel injection amount corresponding to the driver's accelerator operation or the throttle opening is decreased (yes in S211), the engine control process at the completion of the shift is completed. If the clutch is completely engaged (Yes in S209), the shift completion control is terminated.

  As the positive or negative predetermined change amount of the fuel injection amount or the throttle opening degree in S207 and S208, an optimal change amount is determined in advance by measurement.

  With the above processing, the fuel injection amount or the throttle opening can be controlled not to be zero but to an α value corresponding to the engine speed at the time of shifting in the automatic shift mode, and deceleration or the like due to shifting is not generated. It is possible to achieve a smooth shift completion.

  The present invention is not limited to the embodiment described above, and various modifications are possible, and these are also included in the technical scope of the present invention.

  The mechanical automatic shift control device of the present invention makes it possible to appropriately control the engine output when shifting is completed, and to eliminate the problem of deterioration in running feeling and occurrence of shock.

The block diagram which shows the structure of the mechanical automatic transmission concerning embodiment of this invention Functional configuration diagram of mechanical automatic transmission Flowchart showing the flow of processing of engine output control when shifting is completed A diagram showing the change in engine output at the completion of shifting (part 1) Another (2) showing changes in engine output when shifting is completed Diagram showing engine output map The figure which shows the engine output change at the time of the conventional speed change

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine 3 ... Clutch mechanism 5 ... Mechanical automatic transmission mechanism 21 ... Clutch electric motor 23 ... Clutch control means 25 ... Engine output control means 27 ... Alpha value map 31... Gear shift electric motor 33... Shift signal generation means 35... Gear shift control means 41.
43 ……… Engine ECU

Claims (3)

A shift actuator for performing a shift speed change operation of a mechanical automatic transmission connected to the engine;
Gear shift control means for controlling the operation of the variable speed actuator;
A clutch interposed between the engine and the mechanical automatic transmission;
A clutch actuator for driving the clutch;
Clutch control means for controlling the operation of the clutch actuator;
Engine output torque control means for controlling the output of the engine,
When the clutch is engaged after a shift is completed, the engine output torque control means controls the engine output so that the engine output value becomes an engine output value that cancels out the rotational resistance of the engine. .   The engine output torque control means controls the output of the engine based on a predetermined engine output map determined in advance with respect to a relationship between the engine speed and an engine output value that cancels the rotational resistance. The mechanical automatic transmission control device according to claim 1.   The engine output torque control means controls the engine output when the clutch is engaged after the shift is completed to change from an engine output value at which the rotational resistance is canceled to an engine output value according to an accelerator opening by a driver. The mechanical automatic transmission control device according to claim 1.

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