JP2018194027A - Clutch control device and shift control device - Google Patents

Abstract

To provide a clutch control device and a shift control device capable of improving responsiveness in disconnecting a clutch after temporarily connecting the same.SOLUTION: A clutch control device of a clutch capable of connecting and disconnecting power from a driving source, includes a control portion for temporarily connecting the clutch after disconnecting the clutch in a connected state, and transmission torque of the clutch in temporarily connecting the clutch is smaller than transmission torque of the clutch in the connected state.SELECTED DRAWING: Figure 3C

Description

  The present disclosure relates to a clutch control device and a transmission control device.

  2. Description of the Related Art Conventionally, an automatic mechanical transmission (AMT) that automatically engages and disengages a clutch and changes gears according to an accelerator opening, a vehicle speed, and the like is known (see, for example, Patent Document 1). Patent Document 1 describes that after downshifting when the accelerator is off, the clutch is temporarily connected after the clutch is disconnected and the gear is released.

JP 2002-295655 A

  Patent Document 1 discloses that after the clutch is disengaged, the clutch is temporarily connected with the gear disengaged, whereby the rotational speed of the gear to be engaged with the speed change sleeve and the speed of the speed change sleeve Are synchronized.

  However, in Patent Document 1, when the clutch is temporarily connected, the clutch is moved to the fully connected position. Therefore, when the clutch is next disconnected, it takes time until the clutch is in the disconnected state. there were.

  An object of the present disclosure is to provide a clutch control device and a transmission control device that can improve responsiveness when the clutch is temporarily connected and then disconnected.

  A clutch control device according to the present disclosure is a clutch control device for a clutch capable of connecting / disconnecting power from a drive source, and includes a control unit that temporarily connects the clutch after disconnecting the clutch in a connected state. The transmission torque of the clutch when the clutch is temporarily connected is smaller than the transmission torque of the clutch in the connected state.

  A transmission control apparatus according to the present disclosure includes a clutch capable of connecting / disconnecting power from a drive source, and a mechanical transmission apparatus capable of shifting and outputting rotation on the output side of the clutch. In order to re-accelerate the vehicle after the clutch that is in the connected state is disconnected and the input side that receives the rotational speed on the output side of the clutch is disconnected. A control section for removing the gear from the current gear position and temporarily connecting the clutch when the rotation speed substantially needs to match a predetermined rotation speed as a rotation speed that requires shifting. Is temporarily smaller than the transmission torque of the clutch in the connected state.

  According to the clutch control device and the shift control device according to the present disclosure, it is possible to improve the response when the clutch is temporarily connected and then disconnected.

Skeleton diagram showing overall configuration of vehicle according to embodiment The chart which shows the relation between the gear position in the embodiment and the operation state of each sleeve The flowchart which shows the flow of the speed change process which concerns on embodiment. The flowchart which shows the flow of the speed change process which concerns on embodiment. Flow chart showing the flow of clutch engagement processing The flowchart which shows the flow of the speed change process which concerns on embodiment. Time chart during shifting in the embodiment Time chart during shifting in the reference example The flowchart which shows the flow of the speed change process which concerns on a modification. The flowchart which shows the flow of the speed change process which concerns on a modification. The flowchart which shows the flow of the speed change process which concerns on a modification. The flowchart which shows the flow of the speed change process which concerns on a modification. Time chart at the time of shifting in the modified example

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In addition, embodiment described below is an example and this invention is not limited by this embodiment.

  First, the overall configuration of the vehicle 1 will be described with reference to FIG. In FIG. 1, the front-rear direction of the vehicle 1 is depicted. In the following description, the front side of the vehicle may be simply referred to as “front”, and the rear side of the vehicle may be simply referred to as “rear”.

  The vehicle 1 includes a drive source 10, a clutch 20, a transmission device 30, and a control device 40. Drive wheels 54 are connected to the output side of the transmission 30 through a propeller shaft 51, a differential 52, and a drive shaft 53 so that power can be transmitted.

  The drive source 10 is, for example, a diesel engine. The drive source 10 may be a gasoline engine, an electric motor, or the like. In the present embodiment, description will be made assuming that the drive source 10 is a diesel engine. In the following description, the drive source 10 is referred to as the engine 10.

  The engine 10 is controlled by the control device 40 based on the accelerator opening of an accelerator pedal (not shown) detected by the accelerator opening sensor 101. Specifically, the output speed of the engine 10 (hereinafter referred to as “engine speed NE”) and the output torque are adjusted by the control device 40 controlling the fuel injection amount. An engine speed sensor 102 for detecting the engine speed NE is provided on the output shaft 11 of the engine 10. The engine rotational speed NE corresponds to “the rotational speed on the input side of the clutch” in the present disclosure.

  The clutch 20 is a dry single plate clutch. The clutch 20 is automatically connected / disconnected by a clutch actuator (not shown) controlled by the control device 40. The clutch 20 can also be manually connected / disconnected by a clutch pedal (not shown). The input side of the clutch 20 is connected to the output shaft 11 of the engine 10. The output side of the clutch 20 is connected to the input shaft 31 of the transmission 30. Since the structure of the clutch 20 is the same as that of a general dry single-plate clutch, a detailed description thereof is omitted. The clutch 20 is not limited to a dry single plate clutch. The clutch 20 may be a wet clutch. The clutch 20 may be a double-plate or multi-plate clutch.

  The transmission 30 is a constantly meshing mechanical transmission. The transmission 30 includes a splitter transmission unit 310, a main transmission unit 320, and a range transmission unit 330 in order from the input side. The transmission 30 includes an input shaft 31, a counter shaft 32, a main shaft 33, and an output shaft 34. The input shaft 31, the main shaft 33, and the output shaft 34 are arranged coaxially. The countershafts 32 are arranged below and in parallel with them.

  First, the splitter transmission unit 310 and the main transmission unit 320 will be described. The front end of the input shaft 31 is connected to the output side of the clutch 20 as described above. An input hub 31 a is provided at the rear end of the input shaft 31 so as to rotate integrally with the input shaft 31. An input gear IG is provided on the front side of the input hub 31a so as to be rotatable relative to the input shaft 31. The input shaft 31 is provided with an input shaft rotational speed sensor 103 that detects the input shaft rotational speed Nin. The input shaft rotational speed Nin corresponds to “the rotational speed on the output side of the clutch” in the present disclosure.

  The counter shaft 32 includes, in order from the input side (front side), a first counter gear CG1, a second counter gear CG2, a third counter gear CG3, a fourth counter gear CG4, a fifth counter gear CG5, and a sixth counter gear CG6. These are provided so as to rotate integrally with the counter shaft 32. The first counter gear CG1 meshes with the input gear IG.

  A counter shaft brake 32 a that brakes the rotation of the counter shaft 32 is provided at the front end of the counter shaft 32. The countershaft brake 32 a is controlled by the control device 40. The position where the countershaft brake 32 a is provided is not limited to the front end of the countershaft 32. For example, the countershaft brake 32a may be provided at the rear end or intermediate portion of the countershaft 32.

  In the present embodiment, the countershaft brake 32a is a wet multi-plate friction brake. The countershaft brake 32a is not limited to a wet multi-plate friction brake. The countershaft brake 32a may be a dry type or a single plate. The countershaft brake 32a may be a drum brake. Furthermore, a device other than the countershaft brake 32a can be used to brake the countershaft 32. For example, an electric motor may be used to control the rotation speed of the counter shaft 32.

  A first main gear MG1, a second main gear MG2, a third main gear MG3, a fourth main gear MG4, and a fifth main gear MG5 are provided on the main shaft 33 in order from the input side (front side) so as to be rotatable relative to the main shaft 33. It has been.

  The first main gear MG1 meshes with the second counter gear CG2. Second main gear MG2 meshes with third counter gear CG3. The third main gear MG3 meshes with the fourth counter gear CG4. The fourth main gear MG4 meshes with the fifth counter gear CG5. The fifth main gear MG5 meshes with the sixth counter gear CG6 via the reverse idler gear RIG. A sun gear SG is provided at the rear end of the main shaft 33 so as to rotate integrally with the main shaft 33.

  The transmission 30 is provided with a first coupling mechanism 61 that selectively couples the input shaft 31 and the input gear IG or the first main gear MG1 so as to be integrally rotatable. The first coupling mechanism 61 includes the input hub 31a, the first clutch gear 31b provided integrally with the input gear IG, the second clutch gear 33a provided integrally with the first main gear MG1, and a first sleeve. 62.

  The first sleeve 62 is provided on the outer peripheral side of the input hub 31a so as to be rotatable integrally with the input hub 31a and relatively movable in the axial direction. When the first sleeve 62 is at the center position shown in FIG. 1, the input shaft 31, the input gear IG, and the first main gear MG1 are relatively rotatable.

  By setting the first sleeve 62 at the front position, the input gear IG rotates integrally with the input shaft 31. The first main gear MG1 rotates integrally with the input shaft 31 by setting the first sleeve 62 to the rear position. In the present embodiment, a general synchronizer type synchronization mechanism is used as the first coupling mechanism 61. Since the synchronizer type synchronization mechanism is known, a detailed description thereof will be omitted.

  The transmission 30 is provided with a second coupling mechanism 63 that selectively couples the main shaft 33 and the first main gear MG1 or the second main gear MG2 so as to be integrally rotatable. The second coupling mechanism 63 is provided integrally with the first main hub 33b provided to rotate integrally with the main shaft 33, the third clutch gear 33c provided integrally with the first main gear MG1, and the second main gear MG2. The fourth clutch gear 33d and the second sleeve 64 are provided. The first main hub 33b is provided between the first main gear MG1 and the second main gear MG2.

  The second sleeve 64 is provided on the outer peripheral side of the first main hub 33b so as to be integrally rotatable with the first main hub 33b and relatively movable in the axial direction. When the second sleeve 64 is at the center position shown in FIG. 1, the main shaft 33, the first main gear MG1, and the second main gear MG2 are relatively rotatable.

  By setting the second sleeve 64 to the front position, the first main gear MG1 rotates integrally with the main shaft 33. By setting the second sleeve 64 to the rear position, the second main gear MG2 rotates integrally with the main shaft 33. In the present embodiment, the second coupling mechanism 63 is not provided with a synchronization mechanism.

  The transmission 30 is provided with a third coupling mechanism 65 that selectively couples the main shaft 33 and the third main gear MG3 or the fourth main gear MG4 so as to be integrally rotatable. The third coupling mechanism 65 is provided integrally with the second main hub 33e provided to rotate integrally with the main shaft 33, the fifth clutch gear 33f provided integrally with the third main gear MG3, and the fourth main gear MG4. The sixth clutch gear 33g and the third sleeve 66 are provided. The second main hub 33e is provided between the third main gear MG3 and the fourth main gear MG4.

  The third sleeve 66 is provided on the outer peripheral side of the second main hub 33e so as to be rotatable integrally with the second main hub 33e and relatively movable in the axial direction. When the third sleeve 66 is at the center position shown in FIG. 1, the main shaft 33, the third main gear MG3, and the fourth main gear MG4 are relatively rotatable.

  By setting the third sleeve 66 at the front position, the third main gear MG3 rotates integrally with the main shaft 33. The fourth main gear MG4 rotates integrally with the main shaft 33 by setting the third sleeve 66 to the rear position. In the present embodiment, the third coupling mechanism 65 is not provided with a synchronization mechanism.

  The transmission 30 is provided with a fourth coupling mechanism 67 that selectively couples the main shaft 33 and the fifth main gear MG5 so as to be integrally rotatable. The fourth coupling mechanism 67 includes a third main hub 33h provided to rotate integrally with the main shaft 33, a seventh clutch gear 33j provided integrally with the fifth main gear MG5, and a fourth sleeve 68. Yes. The third main hub 33h is provided between the fifth main gear MG5 and the sun gear SG.

  The fourth sleeve 68 is provided on the outer peripheral side of the third main hub 33h so as to be rotatable integrally with the third main hub 33h and relatively movable in the axial direction. When the fourth sleeve 68 is at the rear position shown in FIG. 1, the main shaft 33 and the fifth main gear MG5 are relatively rotatable. By setting the fourth sleeve 68 at the front position, the fifth main gear MG5 rotates integrally with the main shaft 33. In the present embodiment, the fourth coupling mechanism 67 is not provided with a synchronization mechanism.

  As shown in FIG. 1, a splitter transmission unit 310 is a portion preceding the first main gear MG <b> 1 and the second counter gear CG <b> 2. A portion from the first main gear MG1 and the second counter gear CG2 to the fifth main gear MG5, the reverse idler gear RIG, and the sixth counter gear CG6 is a main transmission unit 320.

  Next, the range transmission unit 330 will be described. In the present embodiment, the planetary gear mechanism 70 is employed as the range transmission unit 330. The range transmission unit 330 can be switched to only one of high and low positions.

  The planetary gear mechanism 70 is provided at equal intervals on the outer periphery of the sun gear SG described above, and surrounds the plurality of planetary gears PG meshing with the sun gear SG and the plurality of planetary gears PG. A ring gear RG having teeth.

  Each planetary gear PG is pivotally supported by a common carrier 71. The carrier 71 is connected to the output shaft 34 described above. Specifically, the carrier 71 is provided at the front end of the output shaft 34 so as to rotate integrally. The propeller shaft 51 described above is connected to the rear end of the output shaft 34. The output shaft 34 is provided with an output shaft rotational speed sensor 104 that detects the output shaft rotational speed Nout.

  The ring gear RG is integrally provided with a cylindrical shaft 72 extending to the rear side. The cylindrical shaft 72 is provided coaxially with the output shaft 34 and on the outer peripheral side of the output shaft 34 so as to be rotatable relative to the output shaft 34.

  The transmission 30 is provided with a fifth coupling mechanism 73 that selects whether the cylindrical shaft 72 is fixed to the housing 3 or the cylindrical shaft 72 and the output shaft 34 are coupled so as to be integrally rotatable. . The fifth coupling mechanism 73 is provided so as to rotate integrally with the eighth clutch gear 34 a provided integrally with the rear end of the cylindrical shaft 72, the fixed gear 34 b provided integrally with the housing 3, and the output shaft 34. The output hub 34c and the fifth sleeve 74 are provided.

  The fifth sleeve 74 is provided on the outer peripheral side of the eighth clutch gear 34a so as to be rotatable integrally with the eighth clutch gear 34a and relatively movable in the axial direction. When the fifth sleeve 74 is in the front position shown in FIG. 1, the ring gear RG is fixed to the housing 3. In this case, the range transmission unit 330 is in the “low” state, and the rotation of the main shaft 33 is decelerated and transmitted to the output shaft 34.

  By setting the fifth sleeve 74 to the rear position, the ring gear RG rotates integrally with the output shaft 34. In this case, the range transmission unit 330 is in the “high” state, and the rotation of the main shaft 33 is transmitted to the output shaft 34 as it is. In the present embodiment, a general synchronizer type synchronization mechanism is used as the fifth coupling mechanism 73. Since the synchronizer type synchronization mechanism is known, a detailed description thereof will be omitted.

  The control device 40 receives a signal from the accelerator opening sensor 101, a signal from the engine speed sensor 102, a signal from the input shaft speed sensor 103, a signal from the output shaft speed sensor 104, and the like. That is, the control device 40 includes the “input unit” in the present disclosure.

  The control device 40 controls the engine 10, the clutch 20, and the transmission 30 (first sleeve 62, second sleeve 64, third sleeve 66, fourth sleeve 68, fifth sleeve 74, and countershaft brake 32a). Do. That is, the control device 40 includes a “control unit” in the present disclosure.

  The control device 40 includes an engine control unit 41 that controls the engine 10, a clutch control unit 42 that controls the clutch 20, a shift control unit 43 that controls the first sleeve 62 to the fifth sleeve 74, and a countershaft brake 32a. A counter shaft brake control unit 44 for controlling and a storage unit 45 for storing various data are provided as functional elements. In the present embodiment, each control unit and storage unit will be described as being included in the control device 40, but each control unit and storage unit may be independent hardware.

  Next, the relationship between the operating state of the first sleeve 62 to the fifth sleeve 74 and the gear position will be described with reference to FIG.

  The first speed is a state in which the first sleeve 62 is in the rear position, the second sleeve 64 is in the center position, the third sleeve 66 is in the rear position, the fourth sleeve 68 is in the rear position, and the fifth sleeve 74 is in the front position. The second speed is a state where the position of the first sleeve 62 in the first speed state is the front position. The third speed is a state in which the first sleeve 62 is in the rear position, the second sleeve 64 is in the center position, the third sleeve 66 is in the front position, the fourth sleeve 68 is in the rear position, and the fifth sleeve 74 is in the front position. The fourth speed is a state in which the position of the first sleeve 62 in the third speed state is the front position.

  The fifth speed is a state in which the first sleeve 62 is in the rear position, the second sleeve 64 is in the rear position, the third sleeve 66 is in the center position, the fourth sleeve 68 is in the rear position, and the fifth sleeve 74 is in the front position. The sixth speed is a state where the position of the first sleeve 62 in the fifth speed state is the front position. The seventh speed is a state in which the first sleeve 62 is in the rear position, the second sleeve 64 is in the front position, the third sleeve 66 is in the center position, the fourth sleeve 68 is in the rear position, and the fifth sleeve 74 is in the front position. The eighth speed is a state where the position of the first sleeve 62 in the seventh speed state is the front position.

  The 9th to 16th speeds are states in which the position of the fifth sleeve 74 in the 1st speed state to the 8th speed state is the rear position. The first reverse speed is a state in which the first sleeve 62 is in the rear position, the second sleeve 64 is in the center position, the third sleeve 66 is in the center position, the fourth sleeve 68 is in the front position, and the fifth sleeve 74 is in the front position. The second reverse speed is a state in which the position of the first sleeve 62 in the first reverse speed state is the front position.

  Next, the shift control process when the accelerator is off will be described with reference to the flowcharts of FIGS. 3A to 3D. The process shown in FIGS. 3A to 3D is executed, for example, at a predetermined control cycle while the vehicle is traveling.

  In step S1, the control device 40 determines whether or not the accelerator is off. This determination can be made based on the accelerator opening detected by the accelerator opening sensor 101, for example.

  If the accelerator is not off (step S1: NO), the process is terminated. On the other hand, if the accelerator is off (step S1: YES), the process proceeds to step S2.

In step S2, the control device 40 determines whether or not the engine speed NE detected by the engine speed sensor 102 has become equal to or less than the threshold value NE1. The threshold value NE1 is such a value that if the engine speed NE falls below the threshold value NE1 at the current gear stage, the vehicle will be jerky and vibrated due to insufficient torque. For example, the idle speed of the engine 10 A rotational speed that is several hundred rpm higher than NE _idle is set in advance.

  If the engine speed NE is not equal to or lower than NE1 (step S2: NO), the process of step S2 is repeated. On the other hand, when the engine speed NE is equal to or lower than NE1 (step S2: YES), the process proceeds to step S3.

  In step S3, the control device 40 disconnects the clutch 20.

In subsequent step S4, control device 40 determines whether or not input shaft speed Nin substantially matches idling speed NE _idle of engine 10. This determination can be made based on, for example, the difference between the input shaft rotational speed Nin detected by the input shaft rotational speed sensor 103 and the idle rotational speed NE _idle of the engine 10. The determination as to whether or not the input shaft speed Nin substantially matches the _idle speed NE _idle of the engine 10 is based on, for example, the ratio of the input shaft speed Nin and the idle speed NE _idle of the engine 10. Can be done.

The determination criterion in step S4 is “whether or not the input shaft rotational speed Nin and the idle rotational speed NE _idle of the engine 10 substantially match” for the following reason. In the present embodiment, basically, it is difficult for the input shaft rotation speed Nin to continue traveling at the current gear stage, and a downshift operation in the main transmission unit 320 is required to re-accelerate. The fact that the speed has decreased to the rotational speed is used as a judgment criterion in step S4.

Here, the idle speed NE _idle is the speed of the engine 10 when the accelerator pedal is not depressed. The idle speed NE _idle changes depending on the operating state of the auxiliary machine, the presence or absence of DPD regeneration, and the like. In the present embodiment, based on experiments and the like, the idle speed NE _idle is determined as follows: “It is difficult for the input shaft speed Nin to continue running at the current gear stage and the main transmission unit 320 performs re-acceleration. This is the determination criterion in step S4, assuming that the rotation speed is such that a downshift operation is required.

It should be noted that “the rotational speed at which the input shaft rotational speed Nin is difficult to continue traveling at the current gear stage and a downshift operation at the main transmission unit 320 is required to re-accelerate” The idle speed NE _idle is not limited to 10. As described above, “the rotational speed at which the input shaft rotational speed Nin is difficult to continue traveling at the current gear stage and a downshift operation at the main transmission unit 320 is required to re-accelerate” is These are determined based on experiments and the like, and are variable depending on various conditions. For example, it may differ for every vehicle and may differ for every gear stage.

When the input shaft rotation speed Nin and the idle rotation speed NE _idle of the engine 10 do not substantially match (step S4: NO), the process of step S4 is repeated. On the other hand, when the input shaft rotational speed Nin and the idle rotational speed NE _idle of the engine 10 substantially match (step S4: YES), the process proceeds to step S5.

  In step S5, control device 40 places main transmission unit 320 in the neutral state. Specifically, the control device 40 moves the sleeve that is not in the central position among the second sleeve 64 and the third sleeve 66 to the central position.

  In subsequent step S <b> 6, the control device 40 executes clutch connection processing to connect the clutch 20. Here, the connection process of the clutch 20 performed in step S6 will be described in detail with reference to the flowchart of FIG. 3C. In the present embodiment, the clutch 20 is a dry single-plate clutch as described above, and the clutch transmission torque Tcl is defined as having a proportional relationship with the clutch stroke Δst from the engagement start point. Note that the relationship between the clutch transmission torque Tcl and the clutch stroke Δst from the engagement start point is not necessarily a proportional relationship.

  First, in step S6-1, the control device 40 calculates the minimum value Tcll of the clutch transmission torque that is necessary to prevent the clutch 20 from slipping. The calculation of the minimum value Tcll is based on, for example, torque transmitted from the engine 10 to the input side of the clutch 20 and torque transmitted from the drive wheels 54 to the output side of the clutch 20 via the transmission 30 or the like. It can be carried out. At this time, the minimum value Tcll may be obtained by adding a predetermined safety factor to the minimum value of the clutch transmission torque required to prevent the clutch 20 from slipping.

  When the minimum value Tcll is calculated in step S6-1, the control device 40 reads the clutch stroke st1 at the engagement start point of the clutch 20 from the storage unit 45 in subsequent step S6-2. This clutch stroke st1 is learned as a clutch stroke corresponding to the engagement start point by a process (learning process) different from the clutch connection process, for example, every time the vehicle 1 travels a certain distance, and is stored in the storage unit 45. ing.

  In subsequent step S6-3, control device 40 calculates clutch stroke Δst2 from the engagement start point necessary for obtaining minimum value Tcl1. The calculation of the clutch stroke Δst2 is performed, for example, based on the relationship between the clutch stroke Δst from the engagement start point stored in the storage unit 45 and the clutch transmission torque Tcl.

Further, in the following step S6-4, the control device 40 calculates the following from the clutch stroke st1 at the engagement start point of the clutch 20 and the clutch stroke Δst2 from the engagement start point necessary for obtaining the minimum value Tcl1: Using equation (1), the clutch stroke st3 required to obtain the minimum value Tcll is calculated.
st3 = st1 + Δst2 (1)

  In step S6-5, the control device 40 outputs a control signal to the clutch actuator (not shown) so that the clutch stroke st becomes the clutch stroke st3 necessary for obtaining the minimum value Tcll of the clutch transmission torque. .

  In this manner, in step S6, the clutch 20 is controlled so as not to slip, although the clutch 20 is not in the fully connected state. In the above-described example, the clutch transmission torque minimum value Tcll is calculated, the clutch stroke Δst2 from the engagement start point that satisfies the minimum value Tcll is determined, and the clutch stroke st3 is obtained. However, the present invention is not limited to this. . For example, without calculating the minimum clutch transmission torque value Tcll, a clutch stroke Δst from an engagement start point that does not cause slippage in the clutch 20 is set in advance by experiments or the like, and the clutch stroke Δst at the engagement start point ( It is also possible to determine the clutch stroke st3 using the clutch stroke st1 (up to the engagement start point) and the clutch stroke Δst.

  In subsequent step S7, the control device 40 determines whether or not to execute a shift. For this determination, general parameters used for shift determination, such as the accelerator opening, the vehicle speed, and the shift operation, can be used.

  When shifting is not executed (step S7: NO), the process of step S7 is repeated. On the other hand, when shifting is executed (step S7: YES), the process proceeds to step S8.

  In step S8, the control device 40 determines whether or not the shift is accompanied by switching at the splitter transmission unit 310 or the range transmission unit 330.

  If the shift is not accompanied by switching at splitter transmission unit 310 or range transmission unit 330 (step S8: NO), the process proceeds to step S9. On the other hand, when the shift involves switching at the splitter transmission unit 310 or the range transmission unit 330 (step S8: YES), the process proceeds to step S8-1. The processing content after step S8-1 will be described later.

  In step S9, the control device 40 determines whether or not the input shaft rotational speed Nin is synchronized with the target input shaft rotational speed Nint (synchronous rotational speed at the target shift speed). This determination can be made based on the difference between the target input shaft speed Nint and the input shaft speed Nin detected by the input shaft speed sensor 103, for example. Further, this synchronization determination can be made based on, for example, the number of rotations of the clutch gear and the number of rotations of the sleeve at the target shift speed.

  Further, whether or not the input shaft rotational speed Nin is synchronized with the target input shaft rotational speed Nint can be determined based on, for example, a ratio between the target input shaft rotational speed Nint and the input shaft rotational speed Nin. .

  At this time, the input shaft speed Nin is equal to the engine speed NE. Therefore, the engine speed NE may be used instead of the input shaft speed Nin for determining whether or not the input shaft speed Nin is synchronized with the target input shaft speed Nint.

  When the input shaft rotational speed Nin is synchronized with the target input shaft rotational speed Nint (step S9: YES), the process proceeds to step S10. In step S10, the control device 40 disengages the clutch 20. Then, the process proceeds to step S15.

  On the other hand, when the input shaft rotational speed Nin is not synchronized with the target input shaft rotational speed Nint (step S9: NO), the process proceeds to step S11.

  In step S11, the control device 40 determines whether or not the target input shaft speed Nint is smaller than the input shaft speed Nin.

  When the target input shaft rotational speed Nint is not smaller than the input shaft rotational speed Nin (that is, larger than the input shaft rotational speed Nin) (step S11: NO), the process is terminated. When the target input shaft speed Nint is greater than the input shaft speed Nin, the engine speed NE is increased, and after the input shaft speed Nin is synchronized with the target input shaft speed Nint, The clutch 20 is disengaged and gearing to the target gear stage is performed.

  On the other hand, when the target input shaft speed Nint is smaller than the input shaft speed Nin (step S11: YES), the process proceeds to step S12.

  In step S12, the control device 40 disconnects the clutch 20.

  In subsequent step S13, the control device 40 operates the countershaft brake 32a. Here, the control content of the countershaft brake 32a performed in step S13 will be described.

  In the present embodiment, the countershaft brake 32a is a wet multi-plate friction brake as described above. Specifically, the countershaft brake 32a has a plurality of fixed brake plates and a plurality of rotation brake plates alternately arranged, and these brake plates are brought into pressure contact with each other by an air pressure actuated piston. The counter shaft 32 is braked.

  The braking force by the countershaft brake 32a changes according to the pressure (control pressure) of the working air supplied to the working air chamber of the piston. In this embodiment, the control pressure is controlled by an electromagnetic valve. In one example, the electromagnetic valve is an on / off solenoid valve. As the electromagnetic valve, a known electromagnetic valve such as a duty solenoid valve or a linear solenoid valve may be used.

  In the present embodiment, the on time and the off time in one cycle of the electromagnetic valve are equal. The time (frequency) per cycle of the electromagnetic valve can be changed. Hereinafter, increasing the time per cycle is referred to as “increasing the control value”, and decreasing the time per cycle is referred to as “decreasing the control value”.

  When the ratio between the on time and the off time in one cycle can be changed, increasing the on time in one cycle "increases the control value". In the case of a duty solenoid valve, changing the duty ratio means “changing the control value”. Further, in the case of a linear solenoid valve, changing the drive current means “changing the control value”.

  The control value of the electromagnetic valve is switched according to the magnitude of the rotational speed difference between the clutch gear and the sleeve. Specifically, when the rotational speed difference between the clutch gear and the sleeve is large, the control value of the electromagnetic valve is the first control value. Further, when the rotational speed difference between the clutch gear and the sleeve is small, the control value of the electromagnetic valve is a second control value that is smaller than the first control value. Thereby, the braking force when the rotational speed difference between the clutch gear and the sleeve is large is larger than the braking force when the rotational speed difference between the clutch gear and the sleeve is small.

  By the way, the counter shaft brake 32a sets the input shaft rotational speed Nin to the target input shaft rotational speed Nint when the current input shaft rotational speed Nin is larger than the target input shaft rotational speed Nint that is the synchronous rotational speed at the target shift stage. Used to lower

  As a situation where it is necessary to apply a braking force to the countershaft 32 by the countershaft brake 32a, a case where a power-on upshift is performed in addition to the above-described step S13 can be considered. In the present embodiment, the control value for controlling the countershaft brake 32a in step S13 is different from the control value for performing a power-on upshift.

This is due to the following reason. Generally, when performing a power-on upshift, the input shaft rotational speed Nin changes at a relatively high rotational speed. On the other hand, in the situation where the control in step S13 described above is performed, the input shaft rotational speed Nin is a low rotational speed near the _idle rotational speed NE _idle of the engine 10.

  The braking force of the countershaft brake 32a varies depending on the input shaft rotational speed Nin even when the electromagnetic valve is controlled with the same control value. Further, the braking force of the countershaft brake 32a varies depending on the supplied air pressure, the inertia to be braked, the resistance, etc., even at the same input shaft rotational speed Nin.

  Therefore, in the present embodiment, in order to appropriately reduce the input shaft rotational speed Nin to the target input shaft rotational speed Nint in a situation where the input shaft rotational speed Nin is low, in this embodiment, a control value for controlling the countershaft brake 32a in step S13. Is different from the control value for the power-on upshift.

  Here, as an example, a case will be described in which when the electromagnetic valve is controlled with the same control value, the braking force becomes higher when the input shaft speed Nin is lower than when the input shaft speed Nin is higher.

  In such a case, the control value for controlling the countershaft brake 32a is set in step S13 in order to appropriately reduce the input shaft rotational speed Nin to the target input shaft rotational speed Nint in a situation where the input shaft rotational speed Nin is low. The control value is set smaller than that in the case of performing power-on upshift.

  Specifically, when the countershaft brake 32a is controlled in step S13, the first control value that is output when the rotational speed difference between the clutch gear and the sleeve is large is determined when the power-on upshift is performed. It is smaller than the control value output when the rotational speed difference between the clutch gear and the sleeve is large. The same applies to the second control value, and the second control value is smaller than the control value output when the rotational speed difference between the clutch gear and the sleeve is small when performing the power-on upshift. .

  By doing in this way, even if the input shaft speed Nin is low, the input shaft speed Nin can be appropriately synchronized with the target input shaft speed Nint.

  In step S14 following step S13, the control device 40 determines whether or not the input shaft rotational speed Nin is synchronized with the target input shaft rotational speed Nint. This synchronization determination can also be made based on, for example, the rotational speed of the clutch gear and the rotational speed of the sleeve at the target shift stage. The same applies to the synchronization determination in the following description.

  When the input shaft rotation speed Nin is not synchronized with the target input shaft rotation speed Nint (step S14: NO), the process returns to step S13.

  On the other hand, when the input shaft rotational speed Nin is synchronized with the target input shaft rotational speed Nint (step S14: YES), the process proceeds to step S15.

  In step S15, the control device 40 controls the second sleeve 64 or the third sleeve 66 to perform gear engagement.

  In subsequent step S <b> 16, the control device 40 connects the clutch 20. This completes the shift.

  Next, with reference to FIG. 3D, the processing after step S8-1 will be described. In step S8-1, the control device 40 disconnects the clutch 20. In subsequent step S8-2, the control device 40 moves the first sleeve 62 in the splitter transmission unit 310 and the fifth sleeve 74 in the range transmission unit 330 to the operating position at the target shift stage as necessary. In further subsequent step S8-3, control device 40 determines whether or not input shaft rotation speed Nin is synchronized with target input shaft rotation speed Nint (synchronous rotation speed at the target shift speed).

  When the input shaft rotation speed Nin is synchronized with the target input shaft rotation speed Nint (step S8-3: YES), the process proceeds to step S8-7. On the other hand, when the input shaft rotation speed Nin is not synchronized with the target input shaft rotation speed Nint (step S8-3: NO), the process proceeds to step S8-4.

  In step S8-4, the control device 40 determines whether or not the target input shaft speed Nint is smaller than the input shaft speed Nin.

  When the target input shaft rotational speed Nint is not smaller than the input shaft rotational speed Nin (that is, larger than the input shaft rotational speed Nin) (step S8-4: NO), the process is terminated. When the target input shaft speed Nint is larger than the input shaft speed Nin, the clutch 20 is connected and the engine speed NE is increased to synchronize the input shaft speed Nin with the target input shaft speed Nint. After the above is achieved, the clutch 20 is disengaged and gearing to the target gear stage is performed.

  On the other hand, when the target input shaft speed Nint is smaller than the input shaft speed Nin (step S8-4: YES), the process proceeds to step S8-5. In step S8-5, the control device 40 operates the countershaft brake 32a.

  In subsequent step S8-6, control device 40 determines whether or not input shaft speed Nin is synchronized with target input shaft speed Nint.

  When the input shaft rotational speed Nin is not synchronized with the target input shaft rotational speed Nint (step S8-6: NO), the process returns to step S8-5. On the other hand, when the input shaft rotation speed Nin is synchronized with the target input shaft rotation speed Nint (step S8-6: YES), the process proceeds to step S8-7.

  In step S8-7, the control device 40 controls the second sleeve 64 or the third sleeve 66 to perform gearing. In subsequent step S8-8, the control device 40 connects the clutch 20. This completes the shift.

Next, with reference to the time chart of FIG. 4A, an example of the transition of each parameter when the processing shown in FIGS. 3A to 3D is performed will be described. In the time chart of FIG. 4A, the operation of the clutch 20 is exaggerated in order to clarify the difference from the reference example shown below. In the following description, the vehicle 1 at time t _0, in a state where the accelerator pedal is depressed, and moving at a constant speed traveling at sixth speed.

At time t _1, when the accelerator pedal is released, as the vehicle speed decreases gradually, the input shaft rotation speed Nin is gradually decreased. At this time, since the clutch 20 is connected, the engine speed NE is equal to the input shaft speed Nin.

In time _{t 2, the} the engine rotational speed NE becomes the first threshold value NE1, the clutch 20 is disconnected. At time t _2-1 , the clutch stroke st reaches the clutch stroke st 3 necessary to obtain the minimum value Tcll. As a result, when slip occurs in the clutch 20 and the clutch stroke st reaches the clutch stroke st1 at the engagement start point, the engine speed NE of the engine 10 disconnected from the input shaft 31 decreases rapidly (see FIG. In 4A, the clutch stroke st1 is omitted). Then, at time _{t 3,} the engine rotational speed NE is an idle rotation speed _{NE idle.} On the other hand, the input shaft rotation speed Nin, like the time t ₂ before gradually decreases with decreasing vehicle speed.

At time t _4, the input shaft rotation speed Nin is idle speed NE _idle of engine 10 (input shaft rotation speed Nin is, it is difficult to continue to travel at the current gear position, the main transmission section to re-accelerate When the second sleeve 64 is moved from the rear position to the center position, the clutch 20 is connected. At time _{t 4-1,} the clutch stroke st reaches st3, a state that does not cause slip clutch 20. As a result, the input shaft rotational speed Nin is in a state that matches the _idle rotational speed NE _idle of the engine 10. Clutch stroke st, the time _{t 4} and later are also remains of st3.

At time t _5, the target gear position is set to the third speed. At this time, the input shaft rotational speed Nin is higher than the synchronous rotational speed (target input shaft rotational speed Nint) at the third speed. For this reason, the clutch 20 is disengaged again, the switching in the splitter transmission unit 310 is performed, and then the countershaft brake 32a is operated. At this time, since the clutch stroke st is st3, the time from the disconnection of the clutch 20 to the operation of the countershaft brake 32a can be shortened.

Due to the operation of the countershaft brake 32a, the input shaft rotation speed Nin quickly decreases. Then, at time t _6, when the input shaft rotation speed Nin matches the target input shaft rotational speed Nint, third sleeve 66 is moved from the central position to the front position, the third speed of the gear engagement is completed. Thereafter, the clutch 20 is engaged (not shown).

FIG. 4B shows a reference example in which the clutch stroke st is moved to the fully connected position when the clutch 20 is temporarily connected. From the time _{t 20} to the time _{t 24} is the same as from time _{t 0} in FIG. 4A to the time _{t 4,} a detailed description thereof is omitted.

When the clutch stroke st reaches st3 at time t _24-1 , the clutch 20 is in a state in which no slip occurs. As a result, the input shaft rotational speed Nin is in a state that matches the _idle rotational speed NE _idle of the engine 10. The clutch 20 is controlled toward the connection direction after the time t _{24-1 and} is in a _fully connected state.

At time t _25, when the target gear position is set to the third speed, the clutch 20 is disconnected again. At this time, since the clutch 20 is in a fully connected state, the clutch 20 does not slip until time t _25-1 when the clutch stroke st becomes st3. Therefore, the counter shaft brake 32a can be operated at a timing later than the time _t25-1 .

  Thus, in the reference example, when the clutch 20 is temporarily connected and then disconnected, the operation of the countershaft brake 32a is started for the time required for the clutch stroke st of the clutch 20 to become st3 from the fully connected state. Becomes slower. Therefore, it takes a long time to complete the shift.

  On the other hand, according to the present embodiment, as described above, when the clutch 20 is temporarily connected, the clutch connection process is stopped in a state where the clutch stroke st becomes st3. Therefore, after the clutch 20 is subsequently disconnected, the countershaft brake 32a can be quickly operated, and the shift can be completed promptly.

  As described above, according to the present embodiment, when the clutch 20 that is in the connected state is disconnected and then the clutch 20 is temporarily connected, the transmission torque when the clutch 20 is temporarily connected is connected. It was smaller than the transmission torque in the state (that is, the clutch stroke was set to the disengagement side from the complete contact state). Thereby, the responsiveness at the time of disconnecting after temporarily connecting the clutch 20 can be improved. Therefore, the shift can be completed promptly.

  Further, according to the present embodiment, the clutch stroke st1 at the engagement start point of the clutch 20 obtained by learning and the clutch stroke determined in advance as the clutch stroke from the engagement start point for obtaining a desired clutch transmission torque. Using the stroke Δst2, the clutch stroke st3 to be temporarily connected is determined. Thereby, the clutch 20 can be quickly moved to the clutch stroke st3. Furthermore, since the engagement start point of the clutch 20 is obtained by learning, the movement amount of the clutch 20 can be set to a movement amount corresponding to aging.

  Further, according to the present embodiment, after the clutch 20 is disengaged, the main transmission unit 320 is made neutral and the clutch 20 is connected when the engine speed NE and the input shaft speed Nin substantially coincide. Thereby, when gearing to a new target gear position is performed, it is possible to appropriately synchronize the rotational speed of the gear to be engaged with the transmission sleeve and the rotational speed of the transmission sleeve. Therefore, it is possible to prevent the occurrence of gear squeal at the time of shifting.

  Further, according to the present embodiment, the input shaft rotational speed Nin is reduced to the target input shaft rotational speed Nint (synchronous rotational speed at the target shift stage) using the countershaft brake 32a. As a result, the input shaft speed Nin can be quickly reduced to the target input shaft speed Nint. Therefore, it is possible to shorten the shift time.

  Further, according to the present embodiment, the control amount of the countershaft brake 32a is set to a value different from the control amount at the time of power-on upshift. Therefore, the input shaft rotation speed Nin can be appropriately synchronized with the target input shaft rotation speed Nint.

  In the above-described embodiment, the description has been given of the example having the splitter transmission unit and the range transmission unit, but the present invention is not limited to this. Specifically, for example, at least one of the splitter transmission unit and the range transmission unit may be omitted.

  Moreover, in the above-mentioned embodiment, although what demonstrated the countershaft brake was demonstrated as an example, it is not limited to this. Specifically, for example, the countershaft brake may be omitted.

  In the above-described embodiment, the main transmission unit has a non-synchronous structure (the main transmission unit does not have a synchronization mechanism such as a synchronizer ring), but the present invention is not limited to this. Specifically, for example, the main transmission unit may have a synchronization mechanism such as synchronizer ring.

(Modification)
Next, a modification will be described with reference to FIGS. 5A, 5B, 5C, 5D, and 6. FIG. First, the shift control process when the accelerator is off will be described with reference to the flowcharts of FIGS. 5A to 5D. The process shown in FIGS. 5A to 5D is executed, for example, at a predetermined control cycle while the vehicle is traveling.

  Since step S21 to step S26 are the same as step S1 to step S6 in the above-mentioned embodiment, description is abbreviate | omitted.

  In step S26-2, the control device 40 determines whether or not the brake is off. This determination can be made based on, for example, a detection result of a brake switch (not shown).

  If the brake is not off (step S26-2: NO), the process proceeds to step S27. In step S27, the control device 40 determines whether or not to execute a shift. When shifting is not executed (step S27: NO), the process returns to step S26-2. On the other hand, when shifting is executed (step S27: YES), the process proceeds to step S28. Step S28 and subsequent steps are the same as step S8 and subsequent steps in the above-described embodiment, and thus description thereof is omitted.

  In step S26-2, when the brake is off (step S26-2: YES), the process proceeds to step S26-3. In step S26-3, the control device 40 determines whether or not to execute a shift. For this determination, as in step S7, general parameters used for shift determination such as the accelerator opening, the vehicle speed, and the shift operation can be used.

  When shifting is executed (step S26-3: YES), the process proceeds to step S28. Step S28 and subsequent steps are the same as step S8 and subsequent steps in the above-described embodiment, and thus description thereof is omitted.

On the other hand, when shifting is not executed (step S26-3: NO), the process proceeds to step S26-4. In step S26-4, the control device 40 determines whether or not the input shaft rotational speed Nins in the starting gear stage is equal to or lower than the idle rotational speed NE _idle .

  Here, the “input shaft rotational speed Nins at the starting gear stage” will be briefly described. The “input shaft rotation speed Nins at the start gear stage” is the value of the input shaft 31 corresponding to the output shaft rotation speed Nout at that time, assuming that the gear position is the start gear stage at the time of vehicle start. The number of revolutions. Assuming that the gear ratio at the starting gear stage is Rs, Nins = Nout × Rs.

If the input shaft rotational speed Nins at the starting gear stage is not less than or equal to the _idle rotational speed NE _idle (step S26-4: NO), the process returns to step S26-2. On the other hand, when the input shaft rotational speed Nins at the starting gear stage becomes equal to or lower than the idle rotational speed NE _idle (step S26-4: YES), the process proceeds to step S26-5.

  In step S26-5, the control device 40 disengages the clutch 20, and moves the first sleeve 62 in the splitter transmission unit 310 and the fifth sleeve 74 in the range transmission unit 330 to the operating positions in the starting gear stage as necessary. .

  In subsequent step S26-6, the control device 40 performs gearing to the starting gear stage.

Next, an example of the transition of each parameter when the processing shown in FIGS. 5A to 5D is performed will be described with reference to the time chart of FIG. In the following description, the vehicle 1 at time t _10, in a state where the accelerator pedal is depressed, and moving at a constant speed traveling at sixth speed. The starting gear stage is assumed to be 2nd speed.

Because from the time _{t 10} to the time _{t 14-1,} is the same as from time _{t 0} in FIG. 4A to the time _{t 4-1,} description thereof is omitted.

Time _{t 14-1} later, in the state of the brake off, the vehicle speed remains shift decision is not made is gradually further reduced, at time _{t 16,} the input shaft rotational speed Nins is idle speed _{NE idle} substantially in the starting gear Match. Then, the clutch 20 is disengaged, the third sleeve 66 is moved from the center position to the rear position, and the second gear setting, which is the starting gear stage, is completed.

In the above-described modification, when the input shaft rotational speed Nins at the starting gear stage substantially coincides with the _idle rotational speed NE _idle , the clutch 20 is disengaged and the gear is put into the starting gear stage. It is not limited.

For example, in a state where the input shaft rotational speed Nins at the start gear stage is higher than the idle speed NE _idle by a predetermined speed, the engine 20 is increased and then the clutch 20 is disconnected to synchronize the rotation and shift to the start gear stage. You may put gears.

Further, for example, after the input shaft rotational speed Nins at the starting gear stage is lower than the idle rotational speed NE _idle by a predetermined rotational speed, the clutch 20 is disengaged and then the countershaft brake 32a is operated to synchronize the rotational speed and start gear. Gearing to the stage may be performed.

  As described above, according to the modification, the same effect as the above-described embodiment can be obtained. Further, according to the modification, when the clutch 20 is connected and the transmission 30 is neutral, and the vehicle speed continues to decrease in the brake-off state, the output shaft rotational speed Nout is set in the brake-off state. Since the gear is put into the starting gear stage when it is sufficiently lowered, the starting operation in the next starting can be performed promptly. Further, the reacceleration operation from the slow running state before stopping can also be performed quickly.

  The speed change control device of the present disclosure is suitably used for a vehicle equipped with an automatic mechanical transmission that does not have a synchronization mechanism.

1 Vehicle 3 Housing 10 Drive Source (Engine)
11 output shaft 20 clutch 30 transmission 31 input shaft 31a input hub 31b first clutch gear 32 counter shaft 32a counter shaft brake 33 main shaft 33a second clutch gear 33b first main hub 33c third clutch gear 33d fourth clutch gear 33e first 2 main hub 33f fifth clutch gear 33g sixth clutch gear 33h third main hub 33j seventh clutch gear 34 output shaft 34a eighth clutch gear 34b fixed gear 34c output hub 40 control device 41 engine control unit 42 clutch control unit 43 transmission control unit 44 Countershaft Brake Control Unit 45 Storage Unit 51 Propeller Shaft 52 Differential 53 Drive Shaft 54 Drive Wheel 61 First Connection Mechanism 62 First sleeve 63 Second coupling mechanism 64 Second sleeve 65 Third coupling mechanism 66 Third sleeve 67 Fourth coupling mechanism 68 Fourth sleeve 70 Planetary gear mechanism 71 Carrier 72 Cylindrical shaft 73 Fifth coupling mechanism 74 Fifth sleeve 101 Accelerator Opening sensor 102 Engine speed sensor 103 Input shaft speed sensor 104 Output shaft speed sensor 310 Splitter speed change part 320 Main speed change part 330 Range speed change part NE Engine speed Nin Input shaft speed Nout Output shaft speed NE1 Threshold value NE _idle Idle rotation speed Nint Target input shaft rotation speed Nins Input shaft rotation speed at start gear stage IG Input gear CG1 First counter gear CG2 Second counter gear CG 3 Third counter gear CG4 Fourth counter gear CG5 Fifth counter gear CG6 Sixth counter gear MG1 First main gear MG2 Second main gear MG3 Third main gear MG4 Fourth main gear MG5 Fifth main gear RIG Reverse idler gear SG Sun gear PG Planetary gear RG Ring gear

Claims (7)

A clutch control device for a clutch capable of connecting / disconnecting power from a drive source,
A controller that temporarily connects the clutch after disconnecting the clutch in a connected state;
The transmission torque of the clutch when the clutch is temporarily connected is smaller than the transmission torque of the clutch in the connected state.
Clutch control device. A storage unit that stores an engagement start point of the clutch;
The control unit temporarily activates the clutch based on the engagement start point stored in the storage unit and a predetermined relationship between a stroke from the engagement start point of the clutch and a transmission torque. Determine the clutch stroke when connecting,
The clutch control device according to claim 1. A shift control apparatus for a vehicle, comprising: a clutch capable of connecting / disconnecting power from a drive source; and a mechanical transmission capable of shifting and outputting rotation on the output side of the clutch,
An input unit for inputting the rotational speed of the output side of the clutch;
After the clutch in the connected state is disconnected, the rotational speed on the output side of the clutch substantially coincides with a predetermined rotational speed that is determined in advance as a rotational speed that requires shifting to re-accelerate the vehicle. And a control unit for releasing the gear from the current shift stage and temporarily connecting the clutch,
The transmission torque of the clutch when the clutch is temporarily connected is smaller than the transmission torque of the clutch in the connected state.
Shift control device. A storage unit that stores an engagement start point of the clutch;
The control unit temporarily activates the clutch based on the engagement start point stored in the storage unit and a predetermined relationship between a stroke from the engagement start point of the clutch and a transmission torque. Determine the clutch stroke when connecting,
The transmission control device according to claim 3. When a new target gear position is determined after the gear is removed and the clutch is connected, the control unit disengages the clutch again and sets the rotation speed on the output side of the clutch to the new target gear speed. To the target speed which is the synchronous speed in the stage,
The transmission control device according to claim 3 or 4. The control unit reduces the rotational speed on the output side of the clutch to the target rotational speed using a countershaft brake,
The transmission control device according to claim 5. The control unit performs gearing to the new target shift stage when the output speed of the clutch decreases to the target speed.
The shift control apparatus according to claim 5 or 6.

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