JP2517987B2 - Control device for stepped transmission for vehicle - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a method for controlling a stepped transmission for a vehicle, and in particular, controls transmission torque of the clutch prior to releasing the clutch at the time of switching gears of the stepped transmission. Thus, the present invention relates to a technique for reducing a shock caused by releasing the clutch.

2. Description of the Related Art A stepped transmission for vehicles having a plurality of types of gears is known. For example, a so-called fully automatic manual transmission in which a shift fork of a synchronous mesh type transmission that has been conventionally manually operated is driven by a shift actuator such as a hydraulic cylinder is also an example of such a stepped transmission. It is described in JP-A-59-81230. Then, in such a vehicle stepped transmission control device, for example, from a pre-stored shift diagram, the running state of the vehicle,
That is, the target gear stage is determined based on the actual vehicle speed and the accelerator operation amount, and the gear stage is automatically switched so that the actual gear stage of the stepped transmission becomes the target gear stage. In addition, when changing the gear stage, first, an output reduction process for reducing the output of the engine is executed, and then the shift actuator is operated with the clutch disengaged so that the desired gear stage is established. A control method is employed in which a switching process is performed, and then a power re-transmission process in which engine power is re-transmitted by engaging a clutch is sequentially performed.

Problems to be Solved by the Invention By the way, in the output reduction step of the above-mentioned conventional control method, the throttle valve opening degree for controlling the output of the engine is zero.
The clutch is maintained in the completely engaged state while the output torque of the engine is reduced. However, even if the clutch is turned off due to a delay in the clutch response, the gears are switched while the input shaft of the multi-stage transmission is under torque. Torque transmission was suddenly interrupted, causing a shock to the vehicle.

Means for Solving the Problems The present invention has been made in view of the above circumstances, and the gist thereof is to switch to a desired gear stage among a plurality of forward gear stages by a shift actuator. In a stepped transmission for a vehicle, a gear stage of the stepped transmission is automatically switched by operating the shift actuator in a state where an engine output is temporarily reduced and a clutch is released. A control device, (a) output torque detecting means for detecting an actual output torque of the engine when the output of the engine is temporarily reduced, and (b) the detected actual output torque of the engine. The transmission torque of the clutch is equal to the actual output torque of the engine based on Transmission torque control means for controlling the transmission torque of the clutch.

With this configuration, when the output of the engine is temporarily reduced, the transmission torque of the clutch becomes equal to the actual output torque of the engine based on the actual output torque of the engine detected by the output torque detection means. As described above, the transmission torque of the clutch is controlled in association with the reduction of the output torque, so that the transmission torque of the clutch is reduced prior to releasing the clutch. For this reason, even if the gear stage is switched while the torque is still applied to the input shaft of the stepped transmission due to the delay in the response of the clutch despite the clutch being turned off, the transmission torque of the clutch will not be the actual torque of the engine. Since the torque applied to the input shaft is controlled to be equal to the output torque,
The shock of the vehicle due to the disengagement of the gears is suitably reduced.

Here, the output torque detecting means calculates the actual output torque of the engine from the rotational speed of the engine and the opening degree of the throttle valve provided in the intake pipe of the engine.

Further, preferably, the engine output torque control means for reducing the output of the engine by setting the throttle valve opening to 0 when the gear stage of the stepped transmission is upshifted is included. Further, preferably, when the gear stage of the stepped transmission is downshifted, the output of the engine becomes an output torque of a desired value at an engine rotation speed that should be obtained by the gear ratio of the next gear stage. The engine output torque control means for controlling the throttle valve opening thus obtained is included. In this way, when the throttle valve opening is controlled so that the output torque of the desired value is obtained at the engine speed that should be obtained by the gear ratio of the next gear when the downshift is performed, the speed of the stepped transmission is reduced. When the input shaft rotation speed is increased by switching the gear stage by the downshift operation, the rotation speed can be increased relatively easily, the shift time is shortened, and the shift feeling is improved.

Embodiment Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

In FIG. 2, the power of the engine 10 of the vehicle is transmitted to the drive wheels via the magnetic powder type electromagnetic clutch 12, the stepped transmission 14, and a differential gear device (not shown).

The magnetic powder type electromagnetic clutch 12 includes a crankshaft 15 and a stepped transmission.
It is inserted between 14 input shafts 46 and transmits a torque having a magnitude corresponding to the exciting current supplied from the control device 16, as shown in FIG. The crankshaft 15 and the input shaft 46 of the stepped transmission 14 correspond to the input shaft and the output shaft of the magnetic particle type electromagnetic clutch 12. The step-variable transmission 14 is a synchromesh transmission having five forward gears and one reverse gear, which is often used as a conventional manual transmission, and two gears are provided on each of three parallel shafts (not shown). I have it. Further, the stepped transmission 14 includes a shift rod 18 having a shift fork (not shown) for shifting to the first speed gear and the second speed gear, as shown in FIGS. 4 and 5, for example. , Third gear and fourth
A shift rod 20 to which a shift fork 19 for shifting to a high speed gear stage is attached, a shift rod 22 to which a shift fork (not shown) for shifting to a fifth speed gear stage and a reverse gear stage is attached, and those shift rods. A shift device for selectively driving 18, 20, 22 from the neutral position to the shift position is provided. This shift device rotates a shift select lever 24 and a shift three-position hydraulic cylinder 26 that drives the shift select lever 24 in the rotating direction to drive any of the shift rods 18, 20, and 22 in the axial direction. It is supported as much as possible, and 3 in the direction of the rotation axis.
Shift select lever 24 by positioning to position
And a switching three-position hydraulic cylinder 28 that engages the lower end of any one of the shift rods 18, 20, and 22. The shift 3-position hydraulic cylinder 26 is controlled to the 3-position by a combination of the operation of a pair of solenoid valves 30 and 32, and the switching 3-position hydraulic cylinder 28 is also a pair of solenoid valves.
It is adapted to be controlled in three positions by a combination of the operations of 34 and 36. That is, the differential combination of the solenoid valves 30, 32, 34 and 36 causes the hydraulic pump 37 to move to the hydraulic circuit.
The differential hydraulic pressure supplied to 38 is a 3-position hydraulic cylinder for shifting.
26 and the switching three-position hydraulic cylinder 28 are selectively supplied. For example, when both the solenoid valves 34 and 36 are turned on, the switching three-position hydraulic cylinder 28 shifts.
24 is engaged with the shift rod 20 for switching between the third speed gear and the fourth speed gear, but when the solenoid valve 34 is on and the solenoid valve 36 is off, the three-position switching hydraulic cylinder 28 for switching. The shift select lever 24 is engaged with the shift rod 18 for switching between the first speed gear position and the second speed gear position, and conversely, when the solenoid valve 34 is off and the solenoid valve 36 is on, there are three positions for switching. The hydraulic cylinder 28 engages the shift select lever 24 with the shift rod 22 for switching between the fifth speed gear and the reverse speed gear. And solenoid valve 34
3-position hydraulic cylinder for switching when both and 36 are off
Holds 28 working positions.

Further, when the solenoid valves 30 and 32 are both turned on, the shift three-position hydraulic cylinder 26 is positioned in the neutral state.
When the solenoid valve 30 is on and the solenoid valve 32 is off, the shift three-position hydraulic cylinder 26 moves any one of the shift rods toward the first speed, the third speed, and the fifth speed, and conversely, the solenoid valve. When 30 is off and the solenoid valve 32 is on, the three-position hydraulic cylinder 26 for shift shifts one of the shift rods to the second speed and the fourth speed.
Move to the reverse side quickly. When the solenoid valves 30 and 32 are both off, the operating position of the shift three-position hydraulic cylinder 26 is maintained. FIG. 6 shows the relationship between the locus of movement of the upper end portion of the shift select lever 24 and the gear stages established thereby.

The vehicle is provided with various sensors for detecting driving parameters, and signals from these sensors are supplied to the control device 16. In other words, the accelerator sensor 42 provided on the accelerator pedal 40 outputs the voltage signal v _acc representing the accelerator operation amount to the control device 16. Engine speed sensor provided in the engine 10
A signal t _e representing the engine rotation period is sent from the controller 16 from 44.
Output to Input shaft 46 and output shaft 48 of the stepped transmission 14
From the input shaft rotation sensor 50 and the output shaft rotation sensor 52 provided in the vicinity of the signal t _in
And a signal t _out representing the rotation cycle of the output shaft 48 is a control device.
Output to 16. The signal from the shift position detecting switch 54, 56, 58, 60 provided on the organic transmission 14 N _sw 1 to N _sw
4 is output to the controller 16. The operating position of the shift three-position hydraulic cylinder 26 is detected by the combination of signals from the pair of shift position detection switches 54 and 56, and the three-position switching hydraulic cylinder for switching is obtained by the combination of signals from the pair of shift position detection switches 58 and 60. 28 operating positions are to be detected. These shift position detection switches 54, 56, 58, 60
Are the same as those described in Japanese Utility Model Application No. 61-41977 filed previously by the applicant. Further, the vehicle is driven by a driver to select one of the reverse (R) range, neutral (N) range, drive (D) range, second (2) range, and low (L) range. A range selection operation lever 62 is provided, and this travel range selection operation lever 62 is provided with an operation position detection device 64 that detects the operation position and outputs a signal R _sw representing the actual range to the control device 16. Has been.

The control device 16 includes a CPU 66, a ROM 68, a RAM 70, an input interface 72, a clutch drive circuit 74, and a throttle drive circuit 7.
6, a so-called microcomputer provided with a solenoid valve drive circuit 78 and the like, processing the input signal according to a program stored in advance in the ROM 68 while utilizing the storage function of the RAM 70,
A drive signal for driving the solenoid valves 30, 32, 34, 36 is output from the solenoid valve drive circuit 78, and an exciting current for controlling the electromagnetic clutch 12 is output from the clutch drive circuit 74. Further, the throttle drive circuit 76 outputs a drive signal to a throttle actuator 82 that drives a throttle valve 80 provided in the intake pipe of the engine 10. further,
A throttle sensor 84 for detecting the opening degree of the throttle valve 80 is provided, and the output signal v _th of the throttle sensor 84 is supplied to the control device 16.

FIG. 7 shows an example of the output terminal configuration of the solenoid valve drive circuit 78 consisting of 4 bits of 0th bit to 3rd bit. 0
The number 1 bit, the number 1 bit, the number 2 bit, and the number 3 bit correspond to the solenoid valves 30, 32, 34, 36, respectively. Also,
Similarly, FIG. 8 shows a partial configuration example of the input terminal of the input interface 72 consisting of 4 bits of 0th bit to 3rd bit. 0th bit, 1st bit, 2nd bit,
The third bit corresponds to the shift position detecting switches 54, 56, 58 and 60, respectively.

Next, the operation of the shift control device for the step-variable transmission 14 configured as described above will be described with reference to the flowchart of FIG.

First, in step S1, the input signal from each sensor
t _e , t _in , t _out , v _acc , v _th , N _sw 1 to N _sw 4, and R _sw are read. Next, in step S2, the actual engine rotation speed N _e and the input shaft rotation speed N _in are calculated from the above signals according to the following equations (1), (2), (3), (4), (5), and (6). , Output shaft rotation speed N _out , vehicle speed SPD, accelerator operation amount
A _cc and throttle valve opening θ are calculated.

N _e (rpm) = (1 / t _e ) × 60 sec …… (1) N _in ＝ (1 / t _in ) × 60 sec …… (2) N _out ＝ (1 / t _out ) × 60 sec …… (3 ) SPD (km / h) = N _out · γ _dif · 2πr · 60 _min · 1/1000 (4) where r is the radius of the wheel and the gear ratio of the γ _dif operating gear device.

A _cc = (v _acc −v _cLose ) / (v _max −v _cLose ) · 100 ……
(5) However, v _cLose and v _max are output signals from the accelerator sensor 42 when the accelerator pedal 40 is not operated and when it is fully operated.

θ (%) = (v _th −v ^cLose ) / (v ^max −v ^cLose ) · 100…
(6) where v ^cLose and v ^max are output signals from the throttle sensor 84 when the throttle valve 80 is fully closed and fully opened.

Further, in this step S2, the actual operation range is calculated by executing the range position calculation routine shown in FIG. That is, step SR1 in FIG.
Signal R _sw output from the operating position detector 64 at
Represents the R range. When the R range is indicated, step SR2 is executed and the contents of the register Range is set to 4, but when the R range is not indicated, step SR is executed.
The next step of 2 is executed. In this way, by executing the subsequent steps SR3 to SR10, the content of the register Range is set to 0 when the travel range selection operation lever 62 is operated to the N range, and is operated to the L range. When the register Range is set to 1, the register Range is set to 1 when operating in 2 ranges.
Is set to 2, and the content of the register Range is set to 3 when the D range is operated.

Continues in step S3 of FIG. 9, by the current gear stage calculation routine shown in FIG. 11 is executed, the signal from the shift position detecting switch 54, 56, 58, 60 N _sw 4 to N _sw
The current gear is detected based on 1. Above signal N _sw 4
Since N _sw 1 is supplied to the input terminals arranged as shown in FIG. 8, it is represented by the bit arrangement of the terminals 2
It is determined by the decimal number γ-sw. That is, when none of the signals N _ew 4 to N _sw 1 is supplied, the binary number γ-sw becomes “0”, so it is determined that the stepped transmission 14 is in the neutral state, and the signals N _sw 2 and N _sw 4 are given. Is supplied, the binary number γ-sw becomes “5”, so it is determined to be the first speed gear stage, and when the signals N _sw 2 and N _sw 3 are supplied, the binary number γ-sw becomes “5”. Since it is 6 ”, it is determined to be the second gear,
When only the signal N _sw 4 is supplied, the binary number γ-sw becomes “1”, so it is determined to be the third gear, and when only the signal N _sw 3 is supplied, the binary number γ-sw. Is determined to be the fourth gear, and when the signals N _sw 1 and N _sw 4 are supplied, the binary number γ-sw becomes “9” and thus the fifth gear. When the signals N _sw 1 and N _sw 3 are supplied, the binary number γ−sw becomes “10”, so that it is determined to be the reverse gear and the value indicating the current gear is stored in the register γ. Memorized in.

In the following step S4, it is determined whether or not the content of the shift sequence flag F _chg indicating that the shift operation is being executed is "0". If it is not "0", the target gear stage γ ^* is not calculated in order to preferentially continue the gear shift control, and steps S14 and later described below are executed, but if "0", the gear shift operation is completed. Therefore, the target gear speed determining routine of FIG. 12 corresponding to the target gear speed determining means of the present embodiment is executed in step S5 to determine the target gear speed for the next shift. That is, steps SM1 to S
In M10, the register Ran indicating the actual operating range
If the numerical value in ge is “1” (L range), the content of the register γ ^* for storing the target gear stage is set to “1” (first speed gear stage) and is set to “2” (2 range). If there is, the content of the register γ ^* for storing the target gear stage is set to “2” (second speed gear stage), and if it is “4” (R range), the register γ ^* for storing the target gear stage ^. Is "6" (reverse gear stage), and if "0" (neutral range), the register γ ^* for storing the target gear stage is "0" (neutral stage). If the numerical value in the register Range indicating the actual operation range is "3" (D range), then in step SM6 the shift diagram selection routine of FIG. 13 for selecting the shift diagram is first executed. This makes it possible to correspond to the actual gear stage from among the multiple types of shift diagrams stored in ROM68 in advance. When one shift diagram is selected and the target gear stage determination routine for the D range of FIG. 14 is executed, upshifting is performed based on the actual throttle valve opening θ from the selected shift diagram. Shift point vehicle speed SPD _up and down shift gear point vehicle speed SPD _down
Is calculated. That is, when the actual vehicle speed SPD is equal to or higher than the shift point vehicle speed SPD _{up of the} upshift, the content of the register γ ^* for storing the numerical value indicating the target gear stage γ ^* is γ +
If the actual gear speed SPD is equal to or lower than the shift point vehicle speed SPD _{down of the} downshift, the register γ
The content of ^* is set to γ-1 and the gear stage one step lower than the gear stage that has been used until then is set as the target gear stage. FIGS. 15 (a), (b), and (c) show examples of shift diagrams selected in the first speed gear stage, the second speed gear stage, and the fifth speed gear stage, respectively, and the solid line indicates A diagram for obtaining the shift point vehicle speed SPD _up for the upshift, and a broken line is a diagram for obtaining the shift point vehicle speed SPD _down for the downshift. For example, assuming that the shift diagram shown in FIG. 16 is selected, the calculation of the shift point vehicle speed SPD _up (Y-axis data) from the data map forming the diagram is performed by calculating the actual accelerator operation amount A _cc and the map. Sequentially comparing with the X-axis data, the X-axis data when _Acc <X-axis data is set to X _2, and the previous X-axis data when _Acc <X-axis data is set to X _1, and those X If the Y-axis data corresponding to the axis data X ₁ and X ₂ is Y ₁ and Y ₂ , the calculation is performed according to the following equation (7).

When the target gear stage is determined as described above, the fail-safe routine for the target gear stage is executed in step S6 in FIG. FIG. 17 shows the fail-safe routine for the target gear stage. In step SF1 of the figure, the gear ratio η corresponding to the target gear stage is calculated. FIG. 18 shows a calculation routine of this gear ratio η. That is, if the content of the register γ ^* for storing the target gear stage γ ^* is “1” (first speed gear stage), the content of the register η representing the gear ratio η is set to 3.6, and the content of the “2” (second stage) 2nd gear), the content of the register η representing the gear ratio η is 2.1,
If "3" (third speed gear stage), the content of the register η indicating the gear ratio η is set to 1.4, and if "4" (fourth speed gear stage), the content of the register η indicating the gear ratio η is determined. 1.0 and
If "5" (fifth gear), the content of the register η representing the gear ratio η is set to 0.8. When the gear ratio η corresponding to the target gear stage is calculated in this manner, the stepped transmission after the target gear stage is established in step SF2
The predicted rotational speed n _in of the 14 input shafts 46, that is, the predicted engine rotational speed is calculated from the following equation (8) as the actual rotational speed of the output shaft 48.
Estimated according to N _out .

n _in (rpm) = η × N _out (8) Expected rotation speed n _in of the input shaft 46 calculated as described above
Is compared with a predetermined constant judgment reference value N _{in max in} the subsequent step SF3. This criterion value N _{in
As max} , for example, the maximum allowable rotation speed that is the maximum value that does not impair the durability of the engine 10 is selected. When it is determined that the predicted rotation speed n _in is equal to or greater than the determination reference value N _{in max} , step SF4 is executed and the contents of the register γ ^* storing the target gear stage have been determined by then. Although the gear speed (γ ^* + 1) is set to be one speed higher than that, if the expected rotation speed n _in is smaller than the determination reference value N _{in max, the} following step S7 is executed. In step SF5 following step SF4, it is determined whether or not the target gear speed changed to the high speed side exceeds the maximum speed increase step (5th), and if it exceeds, the target gear speed is made neutral in step SF6. This is a case where the vehicle travels at an extremely high speed in the fifth gear, and the target gear γ ^* is set to "0" in step SF6, so that step SF3
Coasting is performed until is satisfied.

In step S7 of FIG. 9, it is determined whether the actual gear stage γ of the stepped transmission 14 matches the target gear stage γ ^* . For example, if the actual gear stage γ and the target gear stage γ ^* match, it is not necessary to switch the gear stage of the stepped transmission 14. Therefore, step S8 and the following steps are executed to control the clutch during start or stop. Is executed. However, if it is determined that the actual gear stage γ does not match the target gear stage γ ^* , steps S13 and below are executed to set the actual gear stage γ to match the target gear stage γ ^*. A series of shift operations of the stage transmission 14 is executed.

In step S8, it is determined whether or not the vehicle speed SPD is lower than a predetermined constant vehicle speed ε. If it is determined that the vehicle speed SPD is low, clutch control related to starting the vehicle is executed in step S9. That is, the magnetic powder type electromagnetic clutch 12
The control value V _cL corresponding to the excitation voltage supplied to
It is calculated according to. Like the centrifugal clutch, the equation (9) increases the transmission torque of the clutch as the engine rotation speed N _e increases more than the idle rotation speed in association with the depression of the accelerator pedal. Are to be engaged.

V _cL = (N _e −N _idL ) × k (9) However, N _idL is the engine speed during idling, and k is a constant.

However, if it is determined in step S8 that the vehicle speed SPD is higher than the predetermined constant vehicle speed ε,
Since the vehicle is traveling at a relatively high speed, steps for completely engaging the magnetic powder type electromagnetic clutch 12
The control value V _{CL is set} to the maximum value V _cLmax so that S10 is executed and the transmission torque of the electromagnetic clutch 12 reaches the rated maximum value.

As described above, after the clutch control value V _cL at the time of starting or traveling of the vehicle is determined, step S11 is executed and the throttle valve opening θ corresponds to the operation amount A _cc of the accelerator pedal 40. So that the throttle actuator 82
Of the control value V _th is the operation amount A of the accelerator pedal 40.
Updated to _cc . Then, by executing step S12, each control value is output.

If it is determined in step S7 that the actual gear stage γ does not match the target gear stage γ ^* , step S1
3 is executed to set the content of the shift sequence flag F _chg to "1", and step S14 is executed to execute a shift operation routine for matching the actual gear stage γ and the target gear stage γ ^*. To be executed. Stepped transmission 14
The automatic shifting operation of is similar to the operation of the driver of the manual transmission, and includes an output reduction process for reducing the output of the engine 10, a gear stage switching process during power interruption with the electromagnetic clutch 12 disengaged, and a gear stage switching. It is composed of a power re-transmission process for engaging the electromagnetic clutch 12 later. When the content of the flag F _chg is "1", the output reduction process is carried out, and when it is "2", the gear stage switching process is carried out. Is "3", it represents a power re-transmission step. Therefore, in step S13, the content of the shift sequence flag F _chg is set to "1" so as to perform the output reduction step that is executed first in the shift operation of the stepped transmission 14.

FIG. 1 shows the gear shift operation routine in step S14. First, in step SH1, the content of the shift sequence flag F _chg is determined. Shift sequence flag F
_If the content of _chg is "1", a series of steps SH2 to S, which is an output reduction process for reducing the output of the engine 10.
H5 is executed. In step SH2, it is determined whether or not the actual gear stage γ is smaller than the target gear stage γ ^* , that is, an upshift in which the gear stage of the organic transmission 14 is switched to the high speed side gear stage or the low speed side gear stage is switched. It is determined whether it is a downshift. If it is determined to be an upshift, in step SH2a corresponding to the engine output torque control means, the content of the control value V _th is set to "0" in order to fully open the throttle valve 80, and
In step SH2b, it is determined whether or not the actual slot valve opening θ has been closed to the minimum opening θ _cLose (for example, 0%). The throttle valve opening θ is its minimum opening θ _cLose
If it is determined that the throttle valve 80 has been reached, the following steps SH6 and below are executed in order to switch the meshing of the gear stages, but if it is determined that it has not yet reached, until the throttle valve 80 is closed. Steps SH3 to SH5 are executed. First, in step SH3 corresponding to the output torque detection means and the transmission torque control means, based on the actual throttle valve opening θ and the engine rotation speed N _e from the engine output diagram shown in FIG. 19 stored in advance in the ROM 68. The actual engine output torque T _out is calculated, and the transmission torque of the electromagnetic clutch 12 becomes equal to T _out ,
For example, the clutch control value V _CL is determined from the relationship shown in FIG. Then, in step SH4, each solenoid valve for shifting 30,
The content of the control value V _shift for 32, 34, 36 is "0", that is, the drive signal is not output to any solenoid valve, and the content of the shift sequence flag F _chg is maintained at "1" in step SH5. It

If the downshift is determined in step SH2, the gear ratio of the target gear stage γ ^* and the rotation speed of the output shaft 48 of the stepped transmission 14 are determined in step SH2c corresponding to the engine output torque control means. From N _out , the expected input shaft rotational speed N _in ′ (= N _e ′) when the actual gear γ is set to the target gear γ ^* is calculated, and from the engine output diagram of FIG. The throttle valve opening θ ₂ is obtained based on the expected input rotational speed N _in ′ and the desired output torque α (N · m; α> 0), and the control value V _th for obtaining the throttle valve opening θ is It is determined. That is, the control value V _th is determined such that the desired output torque α is obtained at the rotation speed when the stepped transmission 14 reaches the target gear stage γ ^* . Then, in step SHd, it is determined whether or not the actual throttle valve opening θ has been closed to the throttle valve opening θ ₂ . If it is determined that the gear has not been closed yet, steps SH3, SH4, and SH5 described above are executed, but if it is determined that it has reached, steps SH6 and below, described below, are executed to switch the meshing of gears. It

In steps SH6 to SH10, the gear stage switching process is executed. First, in step SH6, it is judged whether or not the actual gear stage stored in the register γ and the target gear stage stored in the register γ ^* match. If they match, the gear stage switching operation is completed. Since it is in the state, step SH described later
11 and below are executed, but if they do not match, the control value is released in step SH7 to release the electromagnetic clutch 12 to avoid gear shift failure due to engine inertial force.
V _cL is set to 0, and in step SH8, the throttle control value V _th is set to the throttle control value V _{th (n-1)} in the previous control cycle in order to maintain the throttle valve opening θ in the previous state. It is said that And step SH9
After the gear shift routine (shift solenoid valve control) is executed, the content of the shift sequence flag F _chg is set to "2" in step SH10.

The gear step switching routine in step SH9 is, for example, the second step.
It is executed as shown in FIG. First, in step SG1, the data indicating the target gear stage stored in the register γ ^* is processed by using the signal processing routine shown in FIG. 21, so that a numerical value (binary number) that can be easily handled as a drive signal. Convert to a number that can be output with the bit array as it is. That is, in order to convert into the data of the same arrangement as the input terminal of the input interface 72 shown in FIG. 8, the data indicating the target gear stage is changed to the three-position hydraulic cylinder for shift according to a predetermined rule.
Shift side data γ ^* _sh for activating 26 and switching 3
It is converted into the select side data γ ^* _sL for operating the position hydraulic cylinder 28. For example, the target gear is first
If the gear is a high speed gear, the shift side data γ ^* _sh is “1” and the select type data γ ^* _sL is “4”. If the target gear is the second speed gear, the shift side data γ ^* _sh is “1”. 2 ”and the select side data γ ^* _sL is“ 4 ”, and if the target gear is the third speed gear, the shift side data γ ^* _sh is“ 1 ”and the select side data γ ^* _sL is“ 0 ”. If the target gear is the fourth gear, the shift side data γ ^* _sh is “2”.
Moreover, the select side data γ ^* _sL is set to “0”, and if the target gear is the fifth speed gear, the shift side data γ ^* _sh is set to “1” and the select side data γ ^* _sL is set to “8”. If the target gear is the sixth gear (reverse), the shift side data γ ^* _sh is “2” and the select side data γ ^* _SL is “8”.
It is said.

Returning to FIG. 20, in the subsequent step SG2, the contents of the register γ representing the actual gear stage are converted into shift side data γ _sh and select side data γ _sL by a processing routine not shown in the same manner as above. These shift side data γ
_sh and select side data γ _sL are the shift position detection switch
Lower 2 bits and upper 2 bits of the signal sequence of signals N _sw 4 to N _sw 1 supplied from 54, 56, 58, 60 to input interface 72 (including the lower 2 bits of “0” as a numerical value)
It may be configured from.

Step SG3 based on actual gear stage and the select side data γ ^* _sL based on the target gear stage in the select data γ _sL
It is determined whether and match, and step SG
4, whether the shifting-side data gamma _sh based on actual gear shift side data gamma ^* _sh based on the target gear position matches are determined. If the determinations at steps SG3 and SG4 are both affirmative, there is no need to switch the gear, so step SG5 is executed and the content of the control value V _shift is set to zero. However, if the determination in step SG3 is affirmative but the determination in step SG4 is negative, step SG6 is executed and the content of the control value V _{shift is} the shift side data γ ^* _sh based on the target gear stage. As a result, the shift three-position hydraulic cylinder 26 is driven in step S12, which will be described later, and the target gear stage is established. Further, if the determination in step SG3 is negative, it is necessary to use a shift rod different from the one to which the shift select lever 24 has been engaged, so in step SG7 the shift side data based on the actual gear stage is used. γ
It is determined whether _sh is 0, that is, whether the shift 3-position hydraulic cylinder 26 is in the neutral position. If the determination in step SG7 is affirmative, step SG8 is used to operate the switching three-position hydraulic cylinder 28 to the position for selecting the shift rod for operating the target gear.
In, the content of the control value V _shift is selected side data γ ^* _sL based on the target gear stage. But above step SG
If the determination in 7 is denied, in order to operate the shift 3-position hydraulic cylinder 26 to the neutral position, step SG
In 9, the content of the control value V _shift is set to “3”. Since the content "3" of the control value V _shift is binary "11", drive signals are output from the 0th bit and the 1st bit of the solenoid valve drive circuit 78 to the solenoid valves 30 and 32 in step S12. . When the shift three-position hydraulic cylinder 26 is operated to the neutral position in this way, the shift rod is selected in steps SG8 and S12 of the next cycle, and the target gear stage is selected in steps SG6 and S12 of the next cycle. Is established.

When the execution of the gear stage switching routine in step SH9 is completed in this way, the contents of the register γ ^* , which stores the numerical value indicating the target gear stage, and the register γ, which stores the numerical value indicating the actual gear stage, match in content. Therefore, the determination in step SH6 of FIG. 1 is affirmed and a series of steps SH11 to SH15 for executing the process for power re-transmission is executed. That is, in step SH11, it is determined whether the actual throttle valve opening θ is smaller than the accelerator operation amount _Acc . Since it is initially small, the control value V _cL for the electromagnetic clutch 12 is increased by ΔV _cL corresponding to the predetermined constant increasing torque value ΔT _c in step SH12, and in the subsequent step SH13 the control value V _c for the throttle actuator 82 is increased. _th is increased by ΔV _th corresponding to a predetermined constant increase value Δθ, and the solenoid valves 30, 32, 3 for shifting are shifted in step SH14.
The content of the control value V _shift for 4,36 is set to 0. Then, step SH15 is executed and the shift sequence flag F
The content of _chg is set to "3". While the above steps are repeatedly executed, the throttle valve 80 is sequentially opened by step SH13 as the control value V _cL for the electromagnetic clutch 12 is increased by the step SH12, and the throttle valve opening degree θ changes the accelerator pedal operation. since reaching the amount a _cc, step SH16 is executed determination is negative in step SH11 at this point. As a result, the content of the shift sequence flag F _chg is set to "0" as the power re-transmitting process is completed.

When the shift operation routine of step S14 in FIG. 9 is completed as described above, V _cL , V _th , which have been determined by then,
Each control value such as V _shift is output in step S12 to drive the electromagnetic clutch 12, the throttle actuator 82, the electromagnetic valves 30, 32, 34, 36 and the like. As a result, the gear stage of the stepped transmission 14 is switched to the target gear stage.

As described above, according to this embodiment, as shown in FIG. 22 at the time of upshifting and as shown in FIG. 23 at the time of downshifting, it is the first step of the automatic shifting operation of the stepped transmission 14. In the output reduction step for reducing the output of the engine 10, the actual output torque T _out of the engine 10 is stored in advance by the step SH3 corresponding to the output torque detection means and the transmission torque control means. To the actual engine speed N _e and throttle valve opening θ
Based on the detected actual output torque T _out of the engine 10, the output torque is reduced so that the transmission torque of the electromagnetic clutch 12 becomes equal to the actual output torque T _out of the engine 10. The transmission torque of the electromagnetic clutch 12 is controlled. Therefore, the transmission torque of the electromagnetic clutch 12 is reduced prior to the release of the electromagnetic clutch 12, so that torque is still applied to the input shaft of the stepped transmission 14 due to the delay in the response of the clutch despite the electromagnetic clutch 12 being off. Even if the gear stage is switched while the gear stage is in the open state, the shock of the vehicle due to the disengagement of the gear stage of the stepped transmission 14 can be suitably reduced.

Incidentally, in the electromagnetic clutch 12, as shown in FIG. 24, there is a response delay that the reduction of the clutch transmission torque is delayed even if the clutch control amount V _CL or the excitation current is set to 0,
For this reason, conventionally, as shown in FIG. 25, torque is applied to the input shaft 46 even when the gear is disengaged in the initial stage of the gear stage switching process. On the other hand, in the present embodiment, as described above, the transmission torque of the electromagnetic clutch 12 is reduced in advance in association with the change in the output torque of the engine 10. Little torque is applied to the input shaft 46 in the initial stage of the stage switching process.

Further, in the output reduction step of the present embodiment, at the time of downshifting, the throttle valve opening θ that sets the output torque to the desired value at the rotation speed when the next gear is established by step SH2c corresponding to the engine output torque control means. _Two
The throttle valve opening degree θ is controlled so that the gear position switching process is started when the throttle valve opening degree θ reaches θ ₂ . Therefore, since the input shaft rotation speed N _in is smoothly and efficiently increased when the gears are meshed by the synchronizer of the stepped transmission 14, the shift time is shortened and the shift feeling is improved.

Hereinafter, one application example of the present invention has been described with reference to the drawings, but the present invention is also applied to other aspects.

For example, in step SH3 of the above embodiment,
The actual output torque T _out of the engine 10 is stored in advance.
Although it was calculated from the output diagram of Fig. 19 based on the actual engine speed N _e and the throttle valve opening θ, the engine was calculated based on the output signal of the torque sensor provided on the crankshaft 15 or the input shaft 46. The output torque of 10 may be obtained.

In addition, the output diagram shown in FIG. 19 was a characteristic with the throttle valve opening θ as a parameter, but the accelerator operation amount A _cc
May be an output diagram in which is used instead of the throttle valve opening θ.

It should be noted that the above is merely an application example of the present invention, and the present invention can be variously modified without departing from the spirit thereof.

[Brief description of drawings]

FIG. 1 is a routine which constitutes a part of the flow chart of FIG. 9, and is a view for explaining a main part of the operation of the control device of FIG. FIG. 2 is a block diagram showing a control device for a stepped variable transmission for a vehicle which is an embodiment of the present invention. FIG. 3 is a diagram showing characteristics of the electromagnetic clutch shown in FIG. FIG. 4 and FIG. 5 are views showing a hydraulic drive system for switching the gear stage of the stepped transmission of FIG. 2, and are cross-sectional views of essential parts seen from cross sections perpendicular to each other. FIG. 6 is a diagram showing the relationship between the locus of the end of the shift select lever of FIGS. 4 and 5 and the shift position. FIG. 7 and FIG. 8 are views for explaining the terminal configuration of the solenoid valve drive circuit of FIG. 2 and the partial terminal configuration of the input interface, respectively.
FIG. 9 is a flow chart for explaining the operation of the control device of FIG. 10, FIG. 11, FIG. 12, FIG. 13, FIG.
FIG. 17, FIG. 18, FIG. 18, FIG. 20, and FIG. 21 are diagrams respectively showing the routines executed in the flowchart of FIG. Figures 15 (a), (b), and (c) show RO in Figure 2.
FIG. 3 is a diagram showing a shift diagram stored in advance in M, where (a) is a diagram selected in the first gear stage,
(B) is a diagram selected in the second gear, (c)
[Fig. 6] is a diagram selected in a fifth speed. FIG. 16 is a diagram for explaining the calculation for obtaining the shift point vehicle speed in the flowchart of FIG. FIG. 19 is an output diagram of the engine shown in FIG. FIG. 22 is a time chart showing the operation at the time of upshift in the embodiment of FIG.
FIG. 23 is a time chart showing the operation at the time of downshifting in the embodiment of FIG. FIG. 24 is a diagram for explaining the response delay with respect to the control amount of the electromagnetic clutch. FIG. 25 is a time chart explaining the operation in the conventional control method. 10: Engine 12: Magnetic powder type electromagnetic clutch (clutch) 14: Stepped transmission 26: 3-position hydraulic cylinder for shift (shift actuator) 28: 3-position hydraulic cylinder for shift (shift actuator) Step SH2a: Engine output torque control means Step SH2c: Engine output torque control means Step SH3: Output torque detection means, transmission torque control means

Claims (4)

(57) [Claims] 1. A vehicular stepped transmission in which a shift actuator switches to a desired gear position among a plurality of forward gear positions in a state where an engine output is temporarily reduced and a clutch is released. A control device of a type in which the gear stage of the stepped transmission is automatically switched by operating the shift actuator, wherein when the output of the engine is temporarily reduced,
Output torque detection means for detecting the actual output torque of the engine, and based on the detected actual output torque of the engine,
A transmission torque control means for controlling the transmission torque of the clutch in association with the reduction of the output torque so that the transmission torque of the clutch becomes equal to the actual output torque of the engine. Control device for geared transmission. 2. The output torque detecting means calculates the actual output torque of the engine from the rotational speed of the engine and the opening degree of a throttle valve provided in the intake pipe of the engine. 2. A control device for a stepped transmission for vehicle according to claim 1. 3. An engine output torque control means for reducing the output of the engine by setting the throttle valve opening to 0 when the gear stage of the stepped transmission is upshifted. 3. The control device for a stepped transmission for vehicles according to item 2 of the above. 4. When the gear stage of the step-variable transmission is downshifted, the output of the engine becomes a desired value output torque at the engine speed that should be obtained by the gear ratio of the next gear stage. 3. The control device for a stepped variable transmission for a vehicle according to claim 2, further comprising engine output torque control means for controlling the throttle valve opening determined by the above.