JP2019039536A - Shift control device of vehicle - Google Patents

Abstract

To provide a shift control device of a vehicle capable of suppressing complication in double clutch operation by a driver, in a vehicle provided with a manual transmission and an automatic clutch.SOLUTION: A shift control device 30 of a vehicle including an engine 12, a manual transmission 16 for switching a shift stage on the basis of driver's manual operation, and an automatic clutch 14 for connecting and disconnecting the engine 12 and the manual transmission 16 by a clutch actuator 32 according to operation of a clutch pedal, includes shift operation determination means 30b for determining whether a shift operation by a driver is performed or not, and shift control means 30c executing a series of controls for connecting the automatic clutch 14 by the clutch actuator 32 continuously from the clutch disconnecting operation, controlling a rotating speed of the engine 12 to achieve a rotating speed according to the shift stage after the shift operation, and disconnecting the automatic clutch 14 by the clutch actuator 32, when the execution of the shift operation is determined.SELECTED DRAWING: Figure 3

Description

  TECHNICAL FIELD The present invention relates to a vehicle shift control device, and more particularly, to a vehicle including a transmission that switches a gear position based on a manual operation by a driver and an automatic clutch that is connected and disconnected by a clutch actuator, and the operation burden of a double clutch operation by the driver. Related to technology to reduce

  In an always-mesh manual transmission, when a driver operates a shift lever in a shift device to select a shift position alternatively, a sleeve in the manual transmission is linked to the selection among a plurality of gear positions. It was pulled out from one gear piece side of the gear pair that had established the previous gear stage (gear release) and then provided on the side of one gear of the gear pair that established the desired gear stage selected by the driver The gear position is changed by being moved to the gear piece side (gear engagement).

  As shown in FIG. 5, the procedure of the gear shifting operation in a vehicle equipped with such a manual transmission is usually as follows. First, the clutch is disengaged by depressing the clutch pedal (step S110), and then manual shifting is performed by operating the shift lever. The gear of the machine is released to neutral (step S120), and the gear is engaged to the desired gear position of the manual transmission (step S160) by operating the shift lever (step S160). Are connected (step S170).

  As a driving operation for reducing the burden on the gear stage of the manual transmission, there is a double clutch operation with respect to the above-described shifting operation procedure. As shown in FIG. 6, in the double clutch operation procedure, the clutch is first disengaged by depressing the clutch pedal (step S110), and then the gear of the manual transmission is released by the operation of the shift lever to be neutral ( In step S120), with the clutch pedal being returned, the speed of the engine and the manual transmission input shaft is increased by operating the accelerator pedal while the clutch is engaged (step S130). It is disconnected (step S140), the gear engagement is performed at the desired gear stage of the manual transmission by operating the shift lever (step S150), and the clutch is reconnected by the returning operation of the clutch pedal (step S160). Is.

  As described above, the double clutch operation is a complicated operation for the driver, although the burden on the gear stage of the manual transmission is reduced. Therefore, a technique is known in which a double clutch operation is automatically performed when a driver performs a shift operation. For example, this is the shift control device described in Patent Document 1. In the shift control device described in Patent Document 1, when the driver operates the shift lever for shifting operation, the clutch is disengaged, the gear of the transmission is released, and the engine is operated with the clutch connected. A series of double clutch operations in which the rotational speed is increased, the clutch is then disengaged again, the gear engagement is performed at the desired gear position of the automatic transmission according to the operation of the shift lever, and the clutch is reconnected automatically. Done.

JP 2003-175750 A

However, in the transmission control device described in Patent Document 1, the clutch is an automatic clutch controlled by a clutch actuator that controls the connection / disconnection operation thereof.
In the automatic transmission, the double clutch operation is automatically performed in the automatic shift mode in which the shift operation is automatically performed by the shift actuator regardless of the manual operation of the driver. When a manual transmission of a type in which a shift operation of the transmission is directly performed based on the manual operation of the driver's shift lever is used instead of such an automatic transmission, the double clutch operation is automatically performed. It cannot be performed and the double clutch operation remains cumbersome for the driver. Further, in the automatic transmission described in Patent Document 1, not only in the automatic shift mode but also in the manual shift mode in which the shift operation of the transmission is directly performed based on the manual operation of the driver's shift lever, The clutch operation cannot be performed automatically and the double clutch operation remains cumbersome for the driver.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to directly perform a shift operation of a transmission based on a manual operation of a driver's shift lever in a vehicle equipped with an automatic clutch. When it is carried out automatically, it is providing the transmission control apparatus of the vehicle which suppressed the complexity of a driver | operator's double clutch operation.

  The gist of the present invention is that a prime mover, a transmission that switches a gear position based on a manual operation by a driver, and between the prime mover and the transmission according to a clutch disengagement operation and a clutch connection operation of a clutch pedal. A shift control apparatus for a vehicle, comprising: an automatic clutch that connects and disconnects the clutch pedal by a clutch actuator, wherein the shift operation determining means determines whether or not the driver has performed a shift operation accompanied by a clutch disconnection operation of the clutch pedal. If it is determined that the gear shift operation has been performed, the automatic clutch is connected by the clutch actuator following the clutch disengagement operation so that the rotation speed is in accordance with the gear position after the gear shift operation. The rotational speed of the prime mover is controlled, and the automatic clutch is disconnected by the clutch actuator. Executing a control of the communication is to and a shift control means.

  According to the vehicle shift control device of the present invention, it is determined that the shift operation determining means for determining whether or not the driver has performed a shift operation accompanied by a clutch disengagement operation of the clutch pedal, and that the shift operation has been performed. In this case, following the clutch disengaging operation, the automatic clutch is connected by the clutch actuator, and the rotational speed of the prime mover is controlled so that the rotational speed is in accordance with the gear position after the gear shifting operation. Shift control means for executing a series of controls of disengaging the automatic clutch by an actuator. For this reason, the operation performed by the driver in the double clutch operation is suppressed to the same level as a normal shift operation procedure.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure explaining the schematic structure of the vehicle provided with the transmission control apparatus which concerns on one Example of this invention, and is a figure explaining the principal part of the control system in a vehicle. It is a figure explaining the schematic structure of the shift apparatus which concerns on the Example of FIG. 1, and is a figure explaining the principal part of the control system in a shift apparatus. It is a functional block diagram explaining the principal part of the control function of the transmission control apparatus of FIG. 2 is a flowchart illustrating an example of a control operation of the transmission control device of FIG. 1, that is, an example of a control operation of a double clutch operation. It is a flowchart explaining the procedure of normal transmission operation. It is a flowchart explaining the procedure of the speed change operation by normal double clutch operation.

  In one embodiment of the present invention, when the automatic clutch connection / disconnection can be switched between a manual operation mode that operates by manual operation and an automatic operation mode that operates by automatic operation, the shift control is performed in the manual operation mode. The means executes the series of controls.

  In one embodiment of the present invention, the shift control means uses a detection signal of an N-position sensor disposed in a neutral region of a shift pattern that defines how to move a shift lever operated by the driver by the manual operation. Based on this, the shift stage after the shift operation is predicted.

  In one embodiment of the present invention, the shift operation determining means determines that the shift operation has been performed based on the shift position of the shift lever becoming neutral after the clutch disengagement operation of the clutch pedal. .

  Hereinafter, a shift control device 30 for a vehicle 10 according to an embodiment of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram illustrating a schematic configuration of a vehicle 10 including a speed change control device 30 according to an embodiment of the present invention, and a diagram illustrating a main part of a control system in the vehicle 10. As shown in FIG. 1, the vehicle 10 includes an engine 12 that is a prime mover and a manual transmission 16. An automatic clutch 14 is provided in a power transmission path between the engine 12 and the manual transmission 16, and the driving force generated by the engine 12 is transmitted to the manual transmission 16 via the connectable automatic clutch 14. Communicated. The driving force shifted by the manual transmission 16 is transmitted from the manual transmission 16 to the left and right drive wheels 20 via the differential gear unit 18.

  Based on the actuator control signal Sact1 input from the clutch control ECU 28, the clutch actuator 32 engages or releases the automatic clutch 14 by supplying hydraulic oil to the hydraulic line 46b or allowing the hydraulic oil to flow out. I will let you. The ECU is an abbreviation for Electronic control unit, and is an electronic control device that controls various devices by a computer.

  The automatic clutch 14 includes, for example, a flywheel that is integrally fixed to the crankshaft of the engine 12 and a clutch disk that is disposed on the input shaft side of the manual transmission 16 so as to face the flywheel. This is a dry single-plate friction clutch in which the clutch disc and the flywheel are released and engaged according to the output hydraulic pressure.

  The connection / disconnection operation of the automatic clutch 14 is performed by engaging or releasing the flywheel and the clutch disc by the clutch pedal 34 operated by the driver. The clutch pedal 34 is connected to the clutch pedal reaction force generator 40 via a clutch master cylinder 36 and a hydraulic line 46a. For example, the stroke sensor 38 electrically detects an operation stroke of the clutch pedal 34. The stroke sensor 38 detects the position of the clutch pedal 34, that is, the clutch pedal operation amount, and the stroke sensor 38 outputs a clutch pedal position signal Scpp indicating the position of the clutch pedal 34 to the clutch control ECU 28.

  The clutch control ECU 28 includes, for example, a so-called microcomputer, and executes various controls of the vehicle 10 by processing an input signal according to a program stored in advance. The clutch control ECU 28 outputs an actuator control signal Sact 1 to the clutch actuator 32 based on the clutch pedal position signal Scpp input from the stroke sensor 38. Basically, when the clutch pedal position signal Scpp input from the stroke sensor 38 is a signal that is judged to have been depressed, the clutch control ECU 28 releases the automatic clutch 14. The actuator control signal Sact1 to be output is output to the clutch actuator 32. On the other hand, when the clutch pedal position signal Scpp input from the stroke sensor 38 is a signal that determines that the return operation of the clutch pedal 34 has been performed, the clutch control ECU 28 causes the automatic clutch 14 to be engaged. The control signal Sact1 is output to the clutch actuator 32.

  For example, when the clutch actuator 32 or the stroke sensor 38 fails, the hydraulic circuit switching unit 46 supplies the hydraulic pressure generated in the clutch master cylinder 36 by the operation of the clutch pedal 34 to the automatic clutch 14, Back up control of release operations.

  Here, the backup function of the hydraulic circuit switching unit 46 will be described. The clutch master cylinder 36 generates a hydraulic pressure corresponding to the position of the clutch pedal 34, that is, the clutch pedal operation amount, with respect to the hydraulic line 46a. If there is an abnormality in the clutch pedal position signal Scpp input from the stroke sensor 38 to the clutch control ECU 28, or the actuator monitor signal Sact2 notifying the state of the clutch actuator 32 input from the clutch actuator 32 to the clutch control ECU 28 is abnormal. In the case where there is, the clutch control ECU 28 outputs a hydraulic circuit switching signal Sval for switching the hydraulic circuit to the hydraulic circuit switching unit 46. When the hydraulic circuit switching signal Sval is input from the clutch control ECU 28, the hydraulic circuit switching unit 46 connects the hydraulic line 46a and the hydraulic line 46b which are independent from each other, and the hydraulic pressure generated according to the clutch pedal operation amount. The hydraulic pressure of the line 46 a is transmitted to the hydraulic line 46 b that controls the connection / disconnection operation of the automatic clutch 14. At this time, the switched hydraulic circuit functions as a hydraulic clutch that directly connects and disconnects the automatic clutch 14 by the hydraulic pressure of the hydraulic line 46 a generated by the operation of the clutch pedal 34.

  The manual transmission 16 is, for example, a constant mesh transmission. In the manual transmission 16, the gear pairs of the respective speed stages are always meshed and idle, and the sleeve in the manual transmission 16 is out of the plurality of gear pairs by manual operation of the shift lever 72 of the shift device 70 by the driver. The gear is shifted by being engaged with a gear piece provided on the side surface of one gear of the gear pair that establishes a desired gear position.

  In the shift device 70, for example, the shift lever 72 changes from “R (reverse)”, which is the reverse travel position (R position), or from the first speed position “1st” to the sixth speed position “6th”, which is the forward travel position, for example. Alternatively, it is provided to be manually operated. In each of the shift positions “1st” to “6th” and “R”, how to move the shift lever 72 is determined by an H-shaped shift pattern. The vertical direction of the shift pattern is called shift, and the horizontal direction is called select. The neutral position (N position) is a state where the sleeve is not engaged with any of the gear pieces provided on the side surfaces of one gear of the gear pair that establishes the gear stage of the manual transmission 16 at the center of the select. “N (neutral)”.

  The vehicle 10 includes an antilock brake system ECU60. The anti-lock brake system ECU 60 executes braking control that stabilizes the behavior of the vehicle 10 by operating a brake device (not shown) according to the traveling state of the vehicle 10. The anti-lock brake system ECU 60 outputs an ABS operation signal Sabs indicating that the anti-lock brake system ECU 60 is operating to the clutch control ECU 28.

  The vehicle 10 also includes a fuel injection device ECU62. Although not shown, the engine 12 includes a fuel injection valve and the like, and fuel injection is controlled by an engine control signal Seng output from the fuel injection device ECU 62. For example, the fuel injection device ECU 62 calculates the fuel injection amount to each cylinder of the engine 12 based on the engine rotation speed signal Neng (rpm) input from the engine rotation speed sensor 100 and the opening degree of the accelerator pedal, and the engine. The fuel injection timing is calculated based on the rotation speed signal Neng and the fuel injection amount. Then, the fuel injection device ECU 62 operates the engine 12 while drivingly controlling the fuel injection valves of the respective cylinders based on these calculated values.

  The fuel injection device ECU 62 outputs a fuel injection state signal Sefi1 indicating the state of fuel injection to the clutch control ECU 28. Further, the clutch control ECU 28 outputs a fuel injection request signal Sefi2 for requesting increase / decrease of the fuel injection amount to the fuel injection device ECU 62 as necessary.

  The vehicle 10 includes a regeneration and torque assist device 50. The regeneration and torque assist device 50 includes an electric motor 52, a 48 V battery 54, a 12 V battery 56, and a DC / DC converter 58. The electric motor 52 is a DC motor, and is a motor generator having a function as a motor (electric motor) that generates a rotational force and a generator (generator) that generates electricity by rotation of a rotating shaft. The regenerative and torque assist device 50 uses the kinetic energy of the vehicle 10 when the vehicle decelerates or brakes with the accelerator pedal returned, that is, the reverse drive force transmitted from the drive wheels 20 to the motor 52 side, by the reverse drive force. Is operated as a generator and functions as a so-called regenerative brake that charges the 48V battery 54 with electric energy generated by the electric power generated by the motor 52.

  Further, the regenerative and torque assist device 50 supplies electric energy from the 48V battery 54 to the electric motor 52 during driving using the engine 12 as a driving force source, and drives the electric motor 52 to apply torque. It functions as a so-called torque assist for assisting the power of the engine 12.

  The electrical energy stored in the 48V battery 54 is used for charging the 12V battery 56 via the DC / DC converter 58 as necessary, and conversely, the electrical energy stored in the 12V battery 56 is If necessary, it is used for charging the 48V battery 54 via the DC / DC converter 58.

  FIG. 2 is a diagram illustrating a schematic configuration of the shift device 70 of FIG. 1 and also illustrates a main part of a control system in the shift device 70. A detection sensor (not shown) is provided at each shift position “1st” to “6th”, “R”. When each shift position is selected by manual operation of the shift lever 72, the detection sensor is provided at the selected shift position. A selection detection signal is output from the detected sensor to the shift position sensor 74. The shift position sensor 74 outputs a shift position signal Ssp representing the selected shift position to the clutch control ECU 28 based on the selection detection signal input from the detection sensor disposed at each shift position. When no selection detection signal is output from any of the detection sensors arranged at the shift positions “1st” to “6th” and “R”, the shift position “N” is selected by the shift position sensor 74. As a result, a shift position signal Ssp representing the shift position “N” is output to the clutch control ECU 28.

  Further, the shift device 70 is provided with an N position sensor 76 in the region of the shift position “N”. The sensor SW1 of the N position sensor 76 is arranged between the selection of “1st” and “2nd” and the selection of “3rd” and “4th”, and the selection of “3rd” and “4th” and the selection of “5th”, “ The sensor SW2 of the N-position sensor 76 is disposed between the “6th” and the select. When the shift lever 72 passes the sensors SW1 and SW2, the N position sensor 76 detects the passage by the sensors SW1 and SW2. Based on the passage signal of the shift lever 72 detected by the sensors SW1 and SW2, the N position sensor 76 outputs an N position signal Snp indicating the position of the shift lever 72 in the region of the shift position “N” to the clutch control ECU 28.

  The vehicle 10 can be switched between an automatic operation mode in which the connection / disconnection operation of the automatic clutch 14 is performed automatically and a manual operation mode that is not performed automatically but is performed based on manual operation. An operation mode signal Sope indicating whether the automatic operation mode or the manual operation mode of the vehicle 10 is selected from the switch 80 is input to the clutch control ECU 28. The manual operation refers to an operation based on the stepping amount in which the control of the connection / disconnection operation of the automatic clutch 14 is the manual operation of the clutch pedal 34. The automatic operation refers to the control of the connection / disconnection operation of the automatic clutch 14 to the clutch pedal. 34 is a manual operation that is not based on the depression amount. In the manual operation mode, the control of the connection / disconnection operation of the automatic clutch 14 is basically performed based on the manual operation. In the automatic operation mode, the connection / disconnection operation of the automatic clutch 14 is controlled based on the automatic operation. .

  In the vehicle 10 configured as described above, the procedure of the shift operation when the connection / disconnection operation of the automatic clutch 14 is in the manual operation mode will be described below.

  FIG. 3 is a functional block diagram illustrating a main part of the control function of the transmission control device 30 in the clutch control ECU 28 of FIG. The shift control device 30 includes an operation mode determination unit 30a, a shift operation determination unit 30b, a shift control unit 30c, and a clutch control unit 30d.

  For example, the operation mode determination unit 30a determines that the vehicle 10 is in the manual operation mode based on the operation mode signal Sope indicating whether the vehicle 10 is input from the operation mode selection operation switch 80 in the automatic operation mode or the manual operation mode. It is determined whether or not. When it is determined that the operation mode determination unit 30a is in the manual operation mode, the operation mode determination unit 30a sends a preparation command signal for instructing preparation for automatically performing a part of the double clutch operation to the shift operation determination unit 30b.

  The shift operation determination means 30b is operated based on, for example, a clutch pedal position signal Scpp indicating the position of the clutch pedal 34 input from the stroke sensor 38 and a shift position signal Ssp indicating the shift position input from the shift position sensor 74. It is determined whether or not a shift operation of the person has been performed. Specifically, if the clutch pedal 34 is depressed and the shift position is neutral, it is determined that a gear shifting operation has been performed. When the preparation command signal is input from the operation mode determination unit 30a and it is determined that the driver has performed a shift operation, the shift operation determination unit 30b instructs to perform part of the double clutch operation automatically. An execution command signal is sent to the shift control means 30c.

  When the execution command signal is input from the shift operation determination unit 30b, the shift control unit 30c detects, for example, the engine rotation speed signal Neng input from the engine rotation speed sensor 100 and the rotation speed of the input shaft of the manual transmission 16. The input shaft rotational speed signal Nin (rpm) input from the input shaft rotational speed sensor 102 and the output shaft rotational speed signal Nout input from the output shaft rotational speed sensor 104 that detects the rotational speed of the output shaft of the manual transmission 16. Based on (rpm), the shift stage of the manual transmission 16 after the shift operation of the driver is predicted.

  Specifically, for example, the shift control means 30c holds in advance a map that defines the relationship between the vehicle speed when the shift operation is performed and the optimum gear stage of the manual transmission 16, and the map and the shift operation are stored in the map. The gear position after the shifting operation of the manual transmission 16 can be predicted according to the vehicle speed when it is determined that it has been performed. The vehicle speed is calculated from the output shaft rotation speed signal Nout input from the output shaft rotation speed sensor 104 that detects the rotation speed of the output shaft of the manual transmission 16. Since the output shaft of the manual transmission 16 is connected to the drive wheels 20 via the differential gear unit 18, the vehicle speed can be calculated. In addition, the signal etc. which were detected with the vehicle speed sensor which is not illustrated may be used for calculation of a vehicle speed.

  Further, the shift control means 30 c can use the N position signal Snp input from the N position sensor 76 in order to increase the prediction accuracy of the shift stage after the shift operation of the manual transmission 16. For example, when it is determined that the shift lever 72 has been shifted from the shift position “6th”, the optimum gear position of the manual transmission 16 on the map based on the vehicle speed when it is determined that the shift operation has been performed is When the sensor SW1 of the N position sensor 76 of the shift device 70 of FIG. 2 does not detect the passage of the shift lever 72 and the sensor SW2 detects the passage of the shift lever 72. , “3rd” or “4th” shift position is highly likely to be selected, so that “4th” closer to the shift position “5th” corresponding to the optimum gear position on the map is changed to “4th” after the shift operation. Predict as shift position. Further, for example, when it is determined that the shift lever 72 has been shifted from the shift position “6th”, the optimum shift of the manual transmission 16 on the map based on the vehicle speed when it is determined that the shift operation has been performed. The stage corresponds to the shift position “5th”, the sensor SW1 of the N position sensor 76 of the shift device 70 of FIG. 2 detects the passage of the shift lever 72, and the sensor SW2 also detects the passage of the shift lever 72. Sometimes, the shift position “1st” or “2th” is highly likely to be selected, so that “2nd” closer to the shift position “5th” corresponding to the optimum gear position on the map is changed to “2nd” after the shift operation. Predict as the shift position. In this way, the shift position after the gear shifting operation intended by the driver, that is, the gear position of the manual transmission 16 after the gear shifting operation can be predicted with higher accuracy.

  The shift control means 30c temporarily changes the automatic clutch 14 from manual operation to automatic operation, and then sends a connection command signal for connecting the automatic clutch 14 to the clutch control means 30d. A fuel injection request signal Sefi2 is sent to the fuel injection device ECU 62 so that the engine speed matches the gear position. When the fuel injection request signal Sefi2 is input from the shift control means 30c, the fuel injection device ECU 62 outputs an engine control signal Seng corresponding to the fuel injection request signal Sefi2 to the engine 12 to control the engine rotation speed.

  Further, the shift control means 30c receives a connection completion signal, which will be described later, from the clutch control means 30d, and determines that the desired rotation speed is set in advance from the engine rotation speed signal Neng and the input shaft rotation speed signal Nin. After the automatic clutch 14 is disconnected, a disconnection command signal for switching the automatic clutch 14 from automatic operation to manual operation is sent to the clutch control means 30d.

  The clutch control means 30d normally has an arbitrary state from the disengaged state to the engaged state according to the depression amount of the clutch pedal 34 based on the clutch pedal position signal Scpp detected by the stroke sensor 38. The actuator control signal Sact1 by manual operation is output to the clutch actuator 32.

  When the clutch control means 30d receives the connection command signal from the shift control means 30c, the clutch control means 30d is based on an automatic operation that temporarily brings the automatic clutch 14 into a connected state regardless of the clutch pedal position signal Scpp. The actuator control signal Sact1 is output to the clutch actuator 32. Thereafter, the clutch control means 30d confirms the connection state of the automatic clutch 14 based on the actuator monitor signal Sact2 input from the clutch actuator 32, and outputs a connection completion signal to the shift control means 30c.

  When the disconnection command signal is input from the shift control unit 30c, the clutch control unit 30d outputs to the clutch actuator 32 an actuator control signal Sact1 by automatic operation for disengaging the automatic clutch 14. Thereafter, the clutch control means 30d confirms the disengagement state of the automatic clutch 14 based on the actuator monitor signal Sact2 input from the clutch actuator 32, and the clutch control means 30d detects the clutch pedal position signal detected by the stroke sensor 38. Based on Scpp, an actuator control signal Sact1 is output to the clutch actuator 32 according to a manual operation for setting the automatic clutch 14 in an arbitrary state from the disengaged state to the engaged state in accordance with the depression amount of the clutch pedal 34.

  FIG. 4 is a flowchart showing an example of the main part of the control operation of the transmission control device 30 of FIG. 1, that is, the control operation of the double clutch operation.

  The flowchart of FIG. 4 is executed, for example, by repeating the start every predetermined time (for example, several ms) in the shift control device 30.

  First, in step S10 corresponding to the operation mode determination means 30a, it is determined whether or not the operation mode is the manual operation mode. If the determination in step S10 is affirmative, step S20 is executed. If the determination in step S10 is negative, a return is executed.

  In step S20 corresponding to the shift operation determination means 30b, it is determined whether or not the clutch pedal 34 has been depressed. If the determination in step S20 is affirmative, step S30 is executed. If the determination in step S20 is negative, a return is executed.

  In step S30 corresponding to the shift operation determination means 30b, it is determined whether or not the shift position is neutral. If the determination in step S30 is affirmative, step S40 is executed. If the determination in step S30 is negative, a return is executed.

  In step S40 corresponding to the shift control means 30c and the clutch control means 30d, the automatic clutch 14 is temporarily switched from the manual operation to the automatic operation and then brought into the connected state by the automatic operation. Then, step S50 is executed.

  In step S50 corresponding to the shift control means 30c, the rotational speed of the engine 12 is controlled so as to match the predicted gear position after the shift operation of the manual transmission 16. Then, step S60 is executed.

  In step S60 corresponding to the shift control means 30c and the clutch control means 30d, the automatic clutch 14 is switched to be controlled from the automatic operation to the manual operation after being disconnected by the automatic operation. A return is then executed.

  After steps S10 to S60 shown in FIG. 4 are executed, a desired shift position is selected by the driver's manual operation of the shift lever 72, and a desired gear position of the manual transmission 16 corresponding to the shift position is selected. Is engaged with the gear. Thereafter, the driver performs a return operation of the clutch pedal 34, whereby the automatic clutch 14 is connected.

  According to the shift control device 30 of the present embodiment, the shift operation determining means 30b for determining whether or not the driver has performed a shift operation involving the clutch disengagement operation of the clutch pedal 34, and the case where it is determined that the shift operation has been performed. After the clutch disengagement operation, the automatic clutch 14 is connected by the clutch actuator 32, and the rotation speed of the engine 12 is controlled so that the rotation speed is adapted to the predicted gear position after the shift operation. Shift control means 30c for executing a series of controls for disengaging the automatic clutch 14 by the above-described operation. For this reason, the driver's operation in the double clutch operation is only to perform one depression operation and one return operation of the clutch pedal 34, and the rotation speed of the engine 12 is automatically set without depressing the accelerator pedal. Therefore, it is suppressed in the same manner as a normal shift operation procedure, and does not become complicated.

  Further, according to the transmission control device 30 of the present embodiment, it is possible to switch between a manual operation mode in which the automatic clutch 14 is engaged / disengaged by manual operation and an automatic operation mode in which automatic clutch operation is performed, and an operation mode determination unit 30a and the shift operation determining means 30b allow the shift control means 30c to automatically control part of the double clutch operation in the manual operation mode. Thereby, only in the manual operation mode in which the driver's operation becomes complicated, a part of the double clutch operation is automatically performed to reduce the operation burden.

  Further, according to the transmission control device 30 of the present embodiment, the passage of the shift lever 72 by the N position sensor 76 disposed in the neutral region of the shift pattern that defines how to move the shift lever 72 in the shift device 70 is performed. Since the shift stage after the shift operation is predicted based on the detection signal, the shift stage after the shift operation intended by the driver is accurately predicted.

  Further, according to the shift control device 30 of the present embodiment, the shift operation determining means 30b shifts based on the fact that the shift position of the shift lever 72 becomes neutral “N” after the clutch disengagement operation of the clutch pedal 34. It is determined that an operation has been performed. As a result, the driver's intention to perform the speed change operation is reliably grasped.

  As mentioned above, although the Example of this invention was described based on drawing, this invention is applied also in another aspect.

  In the above-described embodiment, the switching between the manual operation mode in which the automatic clutch 14 is connected / disconnected by the manual operation and the automatic operation mode in which the automatic clutch 14 is operated by the automatic operation can be switched. For example, even if there is no switching function between the manual operation mode and the automatic operation mode and there is only the manual operation mode, it is possible to apply the present invention that suppresses the complexity of the double clutch operation of the driver.

  In the above-described embodiment, the N position sensor 76 is disposed in the neutral region of the shift pattern that defines how the shift lever 72 is moved. However, this is not an essential configuration. Even without the N position sensor 76, a map that prescribes the relationship between the vehicle speed when the gear shifting operation is performed and the optimum gear speed of the manual transmission 16 is held in advance, so that the gear speed after the gear shifting operation of the manual transmission 16 is maintained. Can be predicted.

  In the above-described embodiment, the transmission of the vehicle 10 is the manual transmission 16, but is not limited thereto. In place of the manual transmission 16, an automatic shift mode in which a shift operation is automatically performed by a shift actuator based on the vehicle speed and the opening degree of the accelerator pedal from a shift map stored in advance without depending on the manual operation of the driver, and the driver The present invention can also be applied to the manual shift mode in the case of an automatic transmission having two modes, a manual shift mode in which the shift of the automatic transmission is directly performed based on the shift operation of the shift lever 72 It is. The automatic transmission is, for example, a constantly meshing transmission, and the gear pairs of the respective speed stages are always meshed and idle. When the automatic transmission is in the automatic transmission mode, a sleeve in the automatic transmission is provided on the side surface of one gear of the gear pair that establishes a predetermined gear position among the plurality of gear pairs according to a pre-stored shift map. When the automatic transmission is in the manual shift mode, the sleeve in the automatic transmission is selected from the plurality of gear pairs according to the shift position selected by manual operation of the shift lever 72 by the driver. Is engaged with a gear piece provided on the side surface of one gear of the gear pair that establishes a gear position corresponding to the shifted shift position. Even when such an automatic transmission is in the manual shift mode, as in the above-described embodiment, a part of the double clutch operation is automated so that the operation performed by the driver in the double clutch operation is normal. Suppressed to the same level as the shifting operation procedure.

  The above are only examples of the present invention, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art without departing from the spirit of the present invention.

10: Vehicle 12: Engine (motor)
14: Automatic clutch 16: Manual transmission 30: Shift control device

Claims (1)

A prime mover, a transmission that switches a gear position based on a manual operation by a driver, an automatic clutch that connects and disconnects the prime mover and the transmission by a clutch actuator in accordance with a clutch disengagement operation and a clutch connection operation of a clutch pedal A gear shift control device for a vehicle comprising:
Shift operation determining means for determining whether or not the driver has performed a shift operation accompanied by a clutch disengagement operation of the clutch pedal;
If it is determined that the speed change operation has been performed, the automatic clutch is connected by the clutch actuator following the clutch disengagement operation, and the prime mover has a rotational speed corresponding to the gear position after the speed change operation. And a shift control means for executing a series of controls of disengaging the automatic clutch by the clutch actuator.

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