JP2016017624A - Vehicle and shift control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize any one of or each of prompt engagement of gears used at a time of starting an engine while a vehicle is stopped and the prevention of the vehicle from starting to move at a time of the gear engagement while the vehicle is stopped.SOLUTION: A vehicle 1 of the present invention comprises a control unit 13 controlling an actuator 12 to generate a driving force for gear engagement when the vehicle 1 is in a stopped state and a transmission 11 is in a neutral state, and transitioning a connected/disconnected state of a clutch 14 to a half clutch state in which a fraction of power of an engine 10 is transmitted to the transmission 11 and then transitioning the half clutch state to a disconnected state to perform gear engagement again when the gear engagement is not completed within certain time.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle and a shift control method.

  There is an automatic transmission called AMT (Automated Manual Transmission) in which a mechanical transmission mechanism automatically operates according to a vehicle speed, a required torque, and the like while a vehicle is running.

  Such an automatic transmission corresponds to each speed step by rotating with the counter shaft provided on the counter shaft, which is provided in parallel with the input shaft for transmitting the rotation of the engine, and for transmitting the rotation of the input shaft. A plurality of drive gears, an output shaft provided in parallel with the countershaft, a plurality of driven gears respectively meshed with the drive gear and provided on the output shaft for each speed step, and moved to the side surfaces of the plurality of driven gears. And a dog clutch that fixes the driven gear in the rotational direction with respect to the output shaft by being engaged with the side surface of the driven gear. The clutch operation is appropriately controlled when the gear is engaged and disengaged in the automatic transmission.

  For example, when the above-described dog clutch is engaged with any one of the driven gear side surfaces, a state where power can be transmitted between the input shaft and the output shaft is referred to as “gear engagement”. In other words, the state where the power cannot be transmitted between the input shaft and the output shaft (ie, the neutral state) is referred to as “gear removal”.

  If the tips of the dog teeth come into contact with each other at the time of gearing, a so-called tooth tip contact state may occur and gearing may not be possible. In such a case, gearing is performed again. Patent Document 1 discloses a method in which when the gear engagement fails, the disengaged clutch is connected to cancel the tooth contact state, and then the clutch is disengaged again and gear engagement is performed again.

JP 2006-70911 A

  In Patent Document 1, when gear engagement fails, the disconnected clutch is connected to cancel the state of contact with the teeth, and then the clutch is disconnected again and gear engagement is performed again. For this reason, it takes time to engage and disengage the clutch, and there is a case where the speed change cannot be performed quickly.

  The present invention has been made under such a background, and it is an object of the present invention to provide a vehicle and a speed change control method capable of safely and quickly performing gearing to a gear used at the time of starting. To do.

  The present invention relates to a transmission that changes the output of an engine by changing the combination of the engine and gears that mesh with each other, a clutch that is provided between the engine and the transmission, and a gear-engaging gear for the transmission. When the transmission is in a neutral state, the actuator generates a driving force for gearing when the transmission is in a neutral state. Control means for changing the disengaged state to a follow-up state in which a part of the engine power is transmitted to the transmission, and then changing to the disengaged state and re-engaging gears.

  At this time, when the gear engagement is not completed, the control means preferably stops the generation of the driving force in the gear engagement direction of the actuator when the clutch is shifted from the disengaged state to the accompanying state.

  Another aspect of the present invention relates to a transmission that changes the output of the engine by changing the combination of the engine and gears that mesh with each other, a clutch that is provided between the engine and the transmission, and a gearing of the transmission. In a speed change control method executed by a vehicle control device having an actuator for generating a driving force when gear is disengaged, when the transmission is in a neutral state, the actuator is caused to generate a driving force for gearing, and the gear When the engagement is not completed within a certain period of time, the clutch engagement / disengagement state is changed to a follow-up state where a part of the engine power is transmitted to the transmission, and then the control is changed to the disengagement state and the gear engagement is restarted. It has steps.

  At this time, it is preferable that the control step includes a step of stopping the generation of the driving force in the gear engagement direction of the actuator when the clutch is shifted from the disengaged state to the accompanying state when the gear engagement is not completed.

  According to the present invention, it is possible to safely and quickly put a gear into a gear used at the time of starting.

It is a principal part block diagram of the vehicle which concerns on embodiment of this invention. It is a figure for demonstrating the structure and operation | movement of the transmission of FIG. FIG. 3 is a diagram showing a state where a dog clutch and a first speed gear are in contact with a tooth tip in the transmission of FIG. 2. It is a flowchart which shows operation | movement of the control apparatus of FIG. It is a figure explaining operation | movement of the control apparatus of FIG. 1, and is a figure which shows the ON / OFF state of the drive signal of a clutch position, a selector position, and the gearing direction of an actuator with conventional control. It is a flowchart which shows operation | movement of the conventional control apparatus as a comparative example.

  A vehicle 1 according to an embodiment of the present invention will be described with reference to FIGS. As shown in FIG. 1, a vehicle 1 according to an embodiment of the present invention generates an engine 10, a transmission 11 that changes the output of the engine 10, and a driving force when the gear 11 is disengaged. An actuator 12 that controls the actuator 12 and the clutch 14, and a clutch 14 that is provided between the engine 10 and the transmission 11 and that connects and disconnects the output shaft of the engine 10 and the input shaft of the transmission 11. And having. The output of the transmission 11 is transmitted to the drive wheels 30 via the differential gear 20.

  The engine 10 is an internal combustion engine that uses gasoline, light oil, CNG (Compressed Natural Gas), or the like as fuel. Actuator 12 is, for example, electrically driven and generates a driving force in the direction of arrow A or arrow B in FIG. In addition, the actuator 12 may be driven by air pressure or hydraulic pressure, and the driving method is not limited.

  The clutch 14 connects and disconnects transmission of power from the engine 10 to the transmission 11. The clutch 14 is configured to connect and disconnect the clutch plate c on the transmission 11 side with respect to the flywheel f on the engine 10 side. By pressing the clutch plate c on the flywheel f, the power of the engine 10 is increased. Is transmitted to the transmission 11. Here, the state of the clutch 14 (“completely connected state”, “completely disconnected state”, “standby state”, “accompanying state”) necessary in the description to be described later will be described.

  The complete contact state is a state in which the distance between the flywheel f and the clutch plate c is zero and the clutch plate c presses the flywheel f. In this complete connection state, almost all the power of the engine 10 is transmitted to the transmission 11. Note that the transition to the complete contact state, the complete disconnection state, the standby state, and the follow-up state is performed by controlling the position of the clutch plate c in each state (hereinafter simply referred to as the clutch position).

  The complete disconnection state is a state where the distance between the flywheel f and the clutch plate c is a predetermined value or more. In this complete state, the power of the engine 10 is not transmitted to the transmission 11.

  The standby state is a state having a gap less than the predetermined value between the flywheel f and the clutch plate c, and the gap between the flywheel f and the clutch plate c is larger than a follow-up state described later. State. In this state, a state where the power of the engine 10 is not transmitted to the transmission 11 can be reliably realized.

  The accompanying state is a so-called half-clutch state in which a part of power is transmitted while slipping between the flywheel f and the clutch plate c. That is, the flywheel f and the clutch plate c are not in a pressure contact state, and the distance between the flywheel f and the clutch plate c is slightly larger and looser than the complete contact state described above.

  On the other hand, in the above-described complete contact state, the clutch plate c is press-contacted to the flywheel f, so that friction on the contact surface between the flywheel f and the clutch plate c is increased, resulting in a strong connection state.

  Next, the transmission 11 will be described in detail. As shown in FIG. 1, the transmission 11 includes a second speed gear 41 having a gear tooth portion 40, a dog clutch 43 having a dog tooth portion 42, a first speed gear 45 having a gear tooth portion 44, a selector 46, And an output shaft 47. Actually, there are gears such as a 3rd speed gear and a 4th speed gear. Here, only the 1st speed gear and the 2nd speed gear are illustrated and described.

  The second speed gear 41 and the first speed gear 45 are meshed with a drive gear (not shown) and correspond to driven gears provided on the output shaft for each number of shift stages, and are always meshed with a drive gear that transmits the power of the engine 10. To do.

  The dog tooth portion 42 of the dog clutch 43 has a plurality of dog teeth 50a and 50b as shown in the right view of FIG. The gear tooth portion 44 of the first speed gear 45 has a plurality of dog teeth 51a and 51b. Each of the dog teeth 50a, 50b, 51a, 51b has inclined portions 50c, 50d, 51c, 51d and triangular tip portions 50e, 50f, 51e, 51f. Although not shown, the gear tooth portion 40 of the second speed gear 41 also has dog teeth corresponding to the plurality of dog teeth 51 a and 51 b of the first speed gear 45.

  Here, the operation of gearing of the transmission 11 will be described. In the left diagram of FIG. 2, the gear clutch 43 is in a state before the gear engagement is started, and the dog clutch 43 is positioned almost in the middle between the second speed gear 41 and the first speed gear 45. As described above, when the selector 46 of the dog clutch 43 is on standby without engaging any gear, the selector 46 is in a predetermined position, and this predetermined position is referred to as a neutral position in the present embodiment. Hereinafter, the position of the selector 46 is simply referred to as a selector position.

  When shifting, as shown in the left diagram of FIG. 2, when the selector position of the dog clutch 43 is in the neutral position, the actuator 12 generates a driving force in the gear setting direction (the direction indicated by the arrow B in FIG. 2). Let Thereby, as shown in FIG. 3, the dog tooth portion 42 of the dog clutch 43 comes into contact with the gear tooth portion 44 of the first speed gear 45. At this time, if the front end portions 50e, 50f of the dog teeth 50a, 50b of the dog clutch 43 and the front end portions 51e, 51f of the dog teeth 51a, 51b of the first speed gear 45 are out of phase, the inclined portions 50c, 50d, 51c. , 51d slide into the back while being in contact with each other, and the dog clutch 43 is engaged with the side surface of the first speed gear 45 as shown in the diagram of the transmission 11 in FIG. This completes the gearing. A state in which the dog clutch 43 is engaged with either side surface of the second speed gear 41 or the first speed gear 45 and power can be transmitted between the input shaft and the output shaft is referred to as a geared state. The selector position of the dog clutch 43 in a state where the dog teeth 50a and 50b of the dog clutch 43 are completely engaged with the dog teeth 51a and 51b of the first speed gear 45 is referred to as a gear engagement completion position.

  On the other hand, when the leading end portions 50e, 50f of the dog teeth 50a, 50b and the leading end portions 51e, 51f of the dog teeth 51a, 51b come into contact with each other and a so-called tooth tip contact state or the like occurs, the dog clutch 43 as shown in FIG. The state where the dog tooth portion 42 and the gear tooth portion 44 of the first speed gear 45 are in contact with each other is maintained, and gearing may not be completed.

  When such tooth tip contact occurs, it is necessary to shift the phases of the tip portions 50e, 50f of the dog teeth 50a, 50b and the tip portions 51e, 51f of the dog teeth 51a, 51b. Although details will be described later, in the present embodiment, the selector 14 of the dog clutch 43 is not returned to the neutral position shown in the left diagram of FIG. The rotation of the engine 10 is transmitted to the gear 45, the first gear 45 is rotated, the tooth tip contact is released, and the gear is put on again.

  Next, the shift control of the control device 13 will be described with reference to the flowchart of FIG. Here, when the vehicle 1 is stopped, the selector position of the dog clutch 43 of the transmission 11 is changed from the neutral position as shown in the left diagram of FIG. 2 to the gear engagement completion position as shown in FIG. A case will be described in which the dog clutch 43 is engaged with a gear (first gear 45 in this case) used at the time of starting to engage the gear.

  4 is a condition in which the transmission 11 is in the neutral state and the selector position of the dog clutch 43 is in the neutral position. If the START condition is satisfied, the process proceeds to step S1.

  In step S1, the control device 13 determines whether or not there is a gear engagement instruction. If it is determined in step S1 that there is a gear engagement instruction, the process proceeds to step S2. On the other hand, if it is determined in step S1 that there is no gear engagement instruction, the process repeats step S1. The gear setting instruction is performed, for example, when the driver of the vehicle 1 performs an operation of putting a shift lever (not shown) into the D range.

  In step S <b> 2, the control device 13 controls the clutch 14 so that the connected / disengaged state transitions from the fully connected state to the standby state. In the standby state, there is a narrower gap between the flywheel f and the clutch plate c than in the complete disconnection state, and the power of the engine 10 is not transmitted to the transmission 11. In step S2, when the engagement / disengagement state of the clutch 14 transitions to the standby state, the process proceeds to step S3.

  In step S3, the control device 13 causes the actuator 12 to generate a driving force in the gear engagement direction (the direction indicated by arrow B in FIG. 2) in accordance with the timing at which the clutch 12 is engaged or disengaged. No. 11 gear clutch 43 is engaged with the first-speed gear 45 to start gearing. Specifically, the control device 13 turns on a drive signal in the gearing direction to the actuator 12 to generate a load that causes the actuator 12 to move the selector 46 of the transmission 11. In step S3, when gear engagement is started, the process proceeds to step S4.

  In step S4, the control device 13 determines whether or not gearing is completed within a certain time. For example, the control device 13 compares the gear setting completion position of the selector position stored in the storage unit (not shown) with the current selector position, and the current selector position is determined to be complete. It is determined whether or not it matches the position. If it is determined in step S4 that the gear setting is not completed within a certain time, the process proceeds to step S5. That is, if the tooth tip contact state continues for a predetermined time and the selector position does not reach the gear setting completion position, it is determined that the gear setting is not completed within a certain time. On the other hand, if it is determined in step S4 that the gear engagement has been completed within a predetermined time, the processing is terminated (END). When the process ends in step S4 (END), generation of the driving force of the actuator 12 in the gearing direction is stopped. Moreover, the above-mentioned fixed time can be, for example, a time required when the gear setting start to the gear setting completion is normally performed.

  In step S5, the control device 13 performs control so as to stop the generation of the driving force of the actuator 12 in the gearing direction. Specifically, the drive signal in the gearing direction to the actuator 12 is turned off. In step S5, when the generation of the driving force of the actuator 12 in the gearing direction is stopped, the process proceeds to step S6. In this control, the driving force of the actuator 12 in the gear releasing direction is not generated. That is, the drive signal in the gear engagement direction (the direction of arrow B in FIG. 2) of the actuator 12 is turned off. At this time, the drive signal in the gear release direction (the direction of arrow A in FIG. 2) In this control, the OFF state is maintained from the beginning.

  In step S <b> 6, the control device 13 controls the clutch 14 so that the connected / disengaged state is changed from the standby state to the accompanying state. As described above, the accompanying state is a state in which a part of power is transmitted while slipping between the flywheel f and the clutch plate c, and is a so-called half-clutch state. In step S6, when the engaged / disengaged state of the clutch 14 is changed from the standby state to the accompanying state, the process proceeds to step S7.

  In step S7, the control device 13 determines whether or not a predetermined time has elapsed. If it is determined in step S7 that the predetermined time has elapsed, the process proceeds to step S8. On the other hand, if it is determined in step S7 that the predetermined time has not yet elapsed, the process repeats step S7. Here, the predetermined time is required to shift the phases of the tip portions 50e and 50f of the dog teeth 50a and 50b and the tip portions 51e and 51f of the dog teeth 51a and 51b in the state of contact with the teeth by the operation of step S6. It's time. For example, it suffices if there is a time required for the tip portions 50e, 50f of the dog teeth 50a, 50b and the tip portions 51e, 51f of the dog teeth 51a, 51b to be shifted by a half pitch.

  In step S <b> 8, the control device 13 controls the clutch 14 so as to change the engaged / disengaged state from the accompanying state to the standby state. In step S8, when the engagement / disengagement state of the clutch 14 is changed from the accompanying state to the standby state, the process returns to step S3. Note that when returning from step S8 to step S3, the second gear engagement is started, but the selector position of the dog clutch 43 is different between the first gear engagement start position and the second gear engagement start position. That is, the selector position at the start of the first gear engagement is the gear engagement start from the neutral position shown in the left diagram of FIG. 2, but the selector position at the start of the second gear engagement is the first speed gear than the neutral position. Gear placement starts from a position close to the 45 side.

  As described above, according to the processing of the flowchart shown in FIG. 4, for example, when the vehicle 1 is stopped and the transmission 11 is in the neutral state (START), the clutch 14 is disconnected from the fully connected state to the standby state. (Step S2), the driving force for gearing is generated in the actuator 12 (step S3), and when the gearing is not completed within a predetermined time (No in step S4), the clutch 14 is disconnected or disconnected. The transition is made from the standby state to the revolving state (step S6), and the clutch 14 is changed again to the standby state, which is the disconnected state, and the gear engagement is performed again (step S8). Although details will be described later in comparison with conventional shift control, gear engagement can be performed more quickly than when the clutch 14 is completely disengaged and gear engagement is performed again.

  Further, when gear engagement is not completed within a certain time, generation of driving force in the gear engagement direction of the actuator 12 is stopped when the clutch 14 is disengaged from the standby state to the accompanying state (that is, actuator driving). (Stop) (step S5), it is possible to prevent the vehicle 1 from moving when the gears are stopped. As described above, the driving force of the actuator 12 in the gear releasing direction is not generated from the beginning in this control.

  Here, the reason why the vehicle 1 does not start when the gears are stopped when the generation of the driving force in the gear setting direction of the actuator 12 is stopped will be described. When the generation of the driving force in the gear engaging direction of the actuator 12 is stopped, even if the inclined portions 51c and 51d of the rotating first speed gear 45 and the inclined portions 50c and 50d of the dog clutch 43 come into contact with each other, The inclined portions 51c and 51d repel the inclined portions 50c and 50d of the dog clutch 43, and the dog clutch 43 and the first speed gear 45 are disconnected. On the other hand, if the driving force in the gear setting direction is continuously generated, the dog clutch 43 and the first speed gear 45 may be joined to transmit the engine force. By this control, it is possible to prevent the vehicle 1 from moving unexpectedly when the control device 13 changes the engaged state of the clutch 14 from the standby state to the accompanying state.

  Next, referring to FIG. 5, the shift control described above is performed in the clutch position, which is the position of the clutch plate c with respect to the flywheel f, the selector position, which is the position of the selector 46 of the transmission 11, and the gearing direction of the actuator 12. The description will be given again in correspondence with the ON / OFF state of the drive signal. The upper part of FIG. 5 is a diagram showing the ON / OFF state of the clutch position, the selector position, and the drive signal in the gear engagement direction of the actuator 12 in the case of the above-described shift control, and the lower part of FIG. It is a figure which shows the ON / OFF state of the drive signal of the clutch position of the conventional speed change control, a selector position, and the gearing direction of the actuator 12. FIG. The horizontal axis represents the passage of time, and the vertical axis represents the ON / OFF state of the clutch position, the selector position, and the drive signal in the gear engagement direction of the actuator 12.

  Here, since the clutch position is the position of the clutch plate c when the clutch plate c moves from the complete position to the complete position, the complete clutch position is the position where the moving distance of the clutch plate c is the longest. become. The standby position is a position between complete contact and complete disconnection, and is a position where the moving distance of the clutch plate c is shorter than a follow-up position described later. The accompanying position is a position between complete connection and complete disconnection, and is a position where the moving distance of the clutch plate c is longer than the standby position described above.

  For easier understanding, the shift control time of the present embodiment and the conventional shift control time are shown in correspondence with each other.

  Before time t1 in FIG. 5, as shown in FIG. 2, the dog clutch 43 in the transmission 11 is in a neutral state in which neither the second speed gear 41 nor the first speed gear 45 is engaged, and the selector position of the dog clutch 43 is , Neutral position.

  As shown in the upper diagram of FIG. 5, when there is an instruction to engage the gear at time t <b> 1 (step S <b> 1 in FIG. 4), the control device 13 changes the clutch 14 from the fully connected state to the standby state. Instruct to transition. Thus, the clutch 14 is disconnected from the complete contact state in which the flywheel f and the clutch plate c are completely connected to the standby state in which the flywheel f and the clutch plate c are separated by a distance that does not reliably transmit power. The state is changed (step S2 in FIG. 4).

  The control device 13 starts gear engagement at a timing (time t2) when the clutch 12 is in the standby state (time t2), turns on the drive signal in the gear engagement direction to the actuator 12, and turns on the selector 46 of the transmission 11. Driven in the gear setting direction (the direction of arrow B in FIG. 2), the dog clutch 43 is moved to the first speed gear 45 side (step S3 in FIG. 4).

  The control device 13 determines whether or not gearing is completed within a predetermined time T1 from the start of gearing (time t2).

  In the case of this example, it is assumed that the tooth tip contact occurs at time t3 and the state continues. That is, the control device 13 determines that the gear engagement is not completed at the predetermined time at the time t4 when the predetermined time T1 has elapsed from the time t2, turns off the drive signal in the gear engagement direction to the actuator 12, and stops the gear engagement. (Step S5). At this time, the actuator 12 also remains in the OFF state for the drive signal in the gear release direction.

  When the gear engagement is not completed for a predetermined time as described above, the control device 13 shifts the engaged / disengaged state of the clutch 14 from the standby state to the accompanying state (step S6 in FIG. 4). When the engaged / disengaged state of the clutch 14 transitions to the accompanying state at time t5, a part of the power of the engine 10 is transmitted to the transmission 11 and the first speed gear 45 rotates during a predetermined time T2 from time t5. (Step S7 in FIG. 4). As a result, the phases of the tip portions 50e, 50f of the dog teeth 50a, 50b of the dog clutch 43 and the tip portions 51e, 51f of the dog teeth 51a, 51b of the first speed gear 45 that are in the state of contact with the tooth tip at time t3 are shifted. In most cases, the condition per tooth tip is eliminated.

  At this time, if the generation of the driving force in the gear engagement direction of the actuator 12 is stopped, the inclined portions 51c and 51d of the rotating first speed gear 45 and the inclined portions 50c and 50d of the dog clutch 43 contact each other as described above. The inclined portions 51c and 51d of the rotating first speed gear 45 repel the inclined portions 50c and 50d of the dog clutch 43, and the dog clutch 43 and the first speed gear 45 are disconnected. Thereby, when the control apparatus 13 makes the connection / disconnection state of the clutch 14 change from a standby state to a accompanying state, it can prevent that the vehicle 1 moves unexpectedly.

  The control device 13 changes the engaged / disengaged state of the clutch 14 from the accompanying state to the standby state at time t6 when a predetermined time T2 has elapsed from time t5 (step S8 in FIG. 4).

  At time t7, when the clutch 14 shifts to the standby state, the control device 13 turns on the drive signal in the gearing direction to the actuator 12 and turns on the selector 46 of the transmission 11 again in the gearing direction. (Step S3 in FIG. 4).

  The control device 13 determines whether or not gearing is completed within a predetermined time T1 from time t7. In this example, since gearing is completed within a predetermined time T1 from time t7, the control device 13 indicates that the dog clutch 43 has been geared to the first speed gear 45 at time t9. Based on the position (Yes in step S4 in FIG. 4), assuming that the gearing is completed, the driving of the actuator 12 in the gearing direction is stopped (END in FIG. 4).

  Here, a conventional control will be described as a comparative example with reference to the lower diagram of FIG. For convenience of explanation, a conventional vehicle will be described assuming that the control device executes control.

  In the conventional control, the engagement / disengagement state of the clutch 14 changes from the complete engagement state to the complete engagement state between times t1 and ta2. For this reason, time t2 <ta2, and the timing for starting driving of the actuator 12 in the gearing direction is later than the control of the present embodiment.

  After that, at time ta3, tooth tip contact occurs at the front end portions 50e, 50f of the dog teeth 50a, 50b of the dog clutch 43 and the front end portions 51e, 51f of the dog teeth 51a, 51b of the first speed gear 45, and the gear setting advances. No state. Therefore, the control device stops driving of the actuator 12 in the gearing direction at time t5. Subsequently, at time t5 to time t6, the actuator 12 is driven in the gear release direction (the direction of arrow A in FIG. 2), so that the selector position of the dog clutch 43 becomes the neutral position. Furthermore, the engaged state of the clutch 14 is changed from the complete connection state to the complete connection state from time t6 to ta7. Subsequently, the engagement / disengagement state of the clutch 14 is again changed from the complete engagement state to the complete engagement state at times ta7 to t9. Thereafter, gearing is performed again. In the example of FIG. 5, gearing is started again from time t9, and gearing is completed at time t12.

  As described above, in the past, the clutch 14 is connected / disengaged between the complete connection state and the complete connection state, whereas in the control of the present embodiment, the connection / disconnection state of the clutch 14 is changed from the complete connection state. The transition is made between the standby state and the accompanying state where the moving distance of the clutch plate c is smaller without making the transition to the complete state. Thereby, in this Embodiment, the time required for connection / disconnection of the clutch 14 can be shortened compared with the past.

  Conventionally, the selector position of the dog clutch 43 is returned to the neutral position from the state where the selector position of the dog clutch 43 has reached the tooth tip position. However, in the control of the present embodiment, the selector position of the dog clutch 43 is changed to the position of the tooth tip position. From this state, it is possible to redo the gear without returning the selector position to the neutral position. Thereby, in this Embodiment, the time which returns the selector position of the dog clutch 43 to a neutral position can be shortened.

  In this way, the control device 13 can quickly perform gearing when gearing the gear (first speed gear 45 in this case) used at the start while the vehicle 1 is stopped. In addition, it is possible to prevent the vehicle from starting unexpectedly when the gear is engaged. In the example of FIG. 5, in the shift control according to the present embodiment, gearing is not completed for a predetermined time, and gearing is completed at t8 after gearing is started again at t4. On the other hand, in the conventional shift control, gearing is completed at t12 after gearing is started again at t9.

  The conventional shift control process described above will be briefly described with reference to the flowchart of FIG. 6 is a condition that the vehicle is stopped, the transmission 11 is in the neutral state, and the selector position of the dog clutch 43 is in the neutral position (before time t1 in FIG. 5). If the START condition is satisfied, the process proceeds to step S10.

  In step S10, it is determined whether or not there is a gear engagement instruction. If it is determined that there is a gear engagement instruction (time t1 in FIG. 5), the process proceeds to step S11. In step S11, the engaged state of the clutch 14 is changed from the complete contact state to the complete connection state. In step S12, gear engagement is started (time ta2 in FIG. 5). In step S13, it is determined whether or not gearing is completed within a certain time. If it is determined that gearing is not completed within a certain time (between time ta3 and time t5 in FIG. 5), processing is performed. Advances to step S14. On the other hand, if it is determined in step S13 that the gear engagement has been completed within a predetermined time, the processing is terminated (END). When the process ends in step S13 (END), the generation of the driving force in the gearing direction of the actuator 12 is stopped. In step S14, gear engagement is stopped (time t5 in FIG. 5). In step S15, the selector position of the dog clutch 43 returns to the neutral position. In step S16, the clutch engagement / disengagement state is changed from the complete engagement state to the complete engagement state (time ta7 in FIG. 5). In step S17, the clutch engagement / disengagement state is changed from the complete engagement state to the complete engagement state. Thereafter, the process returns to step S12 (after time t9 in FIG. 5).

  As described above, according to the control of the conventional control device, the engaged / disengaged state of the clutch 14 is changed to either the complete contact state or the complete connection state. Thus, as in the control device 13 of the present embodiment, the clutch plate c has a longer moving distance than the case where the clutch 14 is in the standby state or the accompanying state, so that the clutch 14 is controlled. The required time is longer in the conventional control than in the control of the present embodiment.

  Further, in the conventional control, after the generation of the driving force in the gear engaging direction of the actuator 12 is stopped in step S14, the driving force in the gear releasing direction is generated in the actuator 12, and the selector position of the dog clutch 43 is moved to the neutral position. It takes time to make it happen. On the other hand, in the control of the present embodiment, after stopping the gearing in step S5, the driving force in the gear releasing direction is generated in the actuator 12 only by stopping the generation of the driving force in the gearing direction of the actuator 12. It is not necessary to return the selector position of the dog clutch 43 to the neutral position. At this time, since the generation of the driving force of the actuator 12 in the gear setting direction is stopped, the inclined portions 50c and 50d of the dog teeth 50a and 50b of the dog clutch 43 and the gear tooth portions 51a and 51b of the first speed gear 45 are stopped. Even if the inclined portions 51c and 51d come into contact with each other, the dog clutch 43 and the first speed gear 45 repel each other, the output of the engine 10 is not transmitted to the output of the transmission 11, and the vehicle 1 starts to move unexpectedly. Can be eliminated.

  It should be noted that the vehicle 1 does not necessarily have to be in a stopped state when the above gearing process is executed.

  In addition, the dog tooth having a triangular tip is taken as an example, but the present invention is not limited to this, and it may be a round dog shape or a flat dog shape.

(About the embodiment using the program)
The control device 13 may be configured by a general-purpose information processing device that operates according to a predetermined program. For example, a general-purpose information processing apparatus has a memory, a CPU, an input / output port, and the like. The CPU of the general-purpose information processing apparatus reads and executes a control program as a predetermined program from a memory or the like. Thereby, the function of the control apparatus 13 is implement | achieved in a general purpose information processing apparatus. As for other functions, functions that can be realized by software can be realized by a general-purpose information processing apparatus and a program. An ASIC, a microprocessor (microcomputer), a DSP, or the like may be used instead of the CPU described above.

  Even if the control program executed by the general-purpose information processing apparatus is stored in the memory or the like of the general-purpose information processing apparatus before the shipment of the control apparatus 13, the general-purpose information is stored after the control apparatus 13 is shipped. It may be stored in a memory or the like of the processing device. Further, a part of the control program may be stored in a memory of a general-purpose information processing device after the control device 13 is shipped. The control program stored in the memory or the like of a general-purpose information processing device after shipment of the control device 13 may be a program installed on a computer-readable recording medium such as a CD-ROM. In addition, a program downloaded via a transmission medium such as the Internet may be installed.

  The control program includes not only a program that can be directly executed by a general-purpose information processing apparatus, but also a program that can be executed by being installed on a hard disk or the like. Also included are those that are compressed or encrypted.

  As described above, by realizing the function of the control device 13 by using a general-purpose information processing device and a program, it becomes possible to flexibly cope with mass production and specification change (or design change).

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 10 ... Engine, 11 ... Transmission, 12 ... Actuator, 13 ... Control apparatus (control means), 14 ... Clutch

Claims (4)

A transmission for changing the output of the engine by changing the combination of the engine and the gears meshed with each other; a clutch provided between the engine and the transmission; An actuator that generates a driving force of
When the transmission is in a neutral state, the actuator generates a driving force for gearing, and when the gearing is not completed within a certain time, the clutch is disengaged when a part of the engine power is A control means for making a transition to a follow-up state transmitted to the transmission and then making a transition to a disconnected state and re-engaging the gear;
A vehicle characterized by that. The vehicle according to claim 1,
When the gearing is not completed, the control means stops the generation of the driving force in the gearing direction of the actuator when the clutch is shifted from the disengaged state to the accompanying state.
A vehicle characterized by that. A transmission for changing the output of the engine by changing the combination of the engine and the gears meshed with each other; a clutch provided between the engine and the transmission; In a shift control method executed by a vehicle control device having an actuator that generates a driving force of
When the vehicle is in a stopped state and the transmission is in a neutral state, the actuator generates a driving force for gearing, and when gearing is not completed within a predetermined time, A control step of making a transition to a follow-up state where a part of the engine power is transmitted to the transmission, and then making a transition to a disconnected state and re-engaging the gear;
A speed change control method. The shift control method according to claim 4, wherein
The control step includes a step of stopping the generation of the driving force in the gearing direction of the actuator when the clutch is shifted from the disengaged state to the accompanying state when the gearing is not completed.
A speed change control method.

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