JP3334663B2 - Shift control device for automatic clutch for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic clutch of a vehicle, and more particularly, to a shift time of an automatic clutch in accordance with a gear shift time required for gear shift of a transmission. It is about technology.

[0002]

2. Description of the Related Art There is known an automatic clutch for a vehicle which is provided between an engine and a transmission and is operated to be released or engaged by a clutch actuator. When the transmission is a manual transmission in which the gear is directly changed by manual operation, the automatic clutch is disengaged in connection with the shift start operation by the shift lever, and the automatic clutch is disengaged in association with the shift end operation by the shift lever. The automatic clutch is engaged. Further, when the transmission is an automatic transmission in which a gear is switched by a shift actuator such as a hydraulic cylinder, a series of shift operations performed in association with a shift command operation by a shift lever, that is, an automatic clutch is released. After the shift, the gear change is performed by the shift actuator, and then the engagement of the automatic clutch is completed, whereby the shift is ended.

[0003]

In a shift operation of a vehicle in which a shift operation is performed by a shift lever, for example, when a power transmission system is cut off by opening an automatic clutch during power-on traveling, the driver moves forward. Because of the inertial force, the longer the gear shift time, the more the driver's body is moved to the front side, and therefore the greater the shock received when the automatic clutch is reengaged, the longer the gear shift time. There was a disadvantage.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle for a vehicle capable of suppressing a shock at the time of re-engaging an automatic clutch even if a gear speed switching time becomes long. An object of the present invention is to provide an automatic clutch shift control device.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, the gist of the present invention is to provide an engine and a meshing clutch.
The gear is disengaged by selectively operating the
Is provided between the constant mesh stepped transmission is Rikae
Disengaged or spliced by clutch actuator
In automatic clutch for a vehicle which provides a gear change control device for controlling the engagement of the automatic clutch during a shift of the constant mesh stepped <br/> transmission, (a) the constant mesh stepped A gear speed change time calculating means for calculating a gear speed change time of the transmission; and (b) the automatic clutch according to an increase in the gear speed change time calculated by the gear speed change time calculating means. And a joining time changing means for changing the joining time to the increasing side.

[0006]

According to the control apparatus for shifting the automatic clutch for a vehicle according to the present invention, the automatic clutch is changed by the engagement time changing means in accordance with the increase of the gear shift time calculated by the gear shift time calculating means. Since the joining time is changed to an increasing side, that is, a side that becomes longer, the longer the gear shift time is, the more the driver's body is moved forward,
Since the automatic clutch is gently re-engaged, a shock to the driver when the automatic clutch is re-engaged is suitably suppressed.

[0007]

Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 is a schematic diagram for explaining a schematic structure of a vehicle drive device 10 for an FF (Front Engine / Front Drive) vehicle. An engine 12 as a drive source for traveling, an automatic clutch 14, A transmission 16 and a differential gear device 18 are provided. The automatic clutch 14 is, for example, a dry single-plate friction clutch shown in FIG.
Of the flywheel 22 mounted on the crankshaft 20, the clutch disk 26 disposed on the clutch output shaft 24, the pressure plate 30 disposed on the clutch housing 28, and biasing the pressure plate 30 toward the flywheel 22. By clutch disk 2
Diaphragm spring 3 for transmitting power by pinching pressure 6
2. A release sleeve 38 for displacing the inner end of the diaphragm spring 32 leftward in the figure by releasing the clutch by moving the inner end of the diaphragm spring 32 leftward in the figure via the release fork 36 by the clutch release cylinder 34. Is configured. The clutch release cylinder 34 functions as a clutch actuator for releasing or engaging (engaging) the automatic clutch 14.

The transmission 16 and the differential gear unit 18 are disposed in a common housing 40 to form a transaxle. The transmission 16 is immersed in lubricating oil filled in a predetermined amount in the housing 40, It is designed to be lubricated with the gear device 18. The transmission 16 is a continuously meshing step-variable transmission in which a gear stage is automatically switched by a select cylinder 76 and a shift cylinder 78. (a) A transmission is provided between a pair of parallel input shafts 42 and output shafts 44. A plurality of transmission gear pairs 46a-46e having different ratios are provided, and a plurality of synchromesh type meshing clutches 48a-48 are provided corresponding to the transmission gear pairs 46a-46e.
(b) are engaged with the three clutch hub sleeves 50a, 50b, and 50c of the meshing clutches 48a to 48e, respectively, to switch the shift speed. Common shift cylinder 7
8) three parallel fork shafts 52 (the other two are not shown), and (c) the shift cylinder 78 is connected to the clutch hub sleeve 50a,
And a select shaft (not shown) that is positioned at three positions by a select cylinder 76 to be connected to one of the gears 50b and 50c.
_i (i = 1 to 5) is established.
A reverse gear pair 54 is further disposed on the input shaft 42 and the output shaft 44, and is engaged with a reverse idle gear disposed on a counter shaft (not shown) to establish a reverse gear. . In addition, input shaft 4
2 is connected to the clutch output shaft 24 of the automatic clutch 14 via a spline fitting 55, and an output gear 56 is disposed on the output shaft 44 to mesh with a ring gear 58 of the differential gear device 18. Have been.

The clutch hub sleeve 50b is common to the dog clutches 48b and 48c, and the clutch hub sleeve 50c is common to the dog clutches 48d and 48e. The fork shaft 52 is disposed so as to be rotatable about the axis and movable in the axial direction, and is provided at three positions around the axis by the select cylinder 76 shown in FIG.
That is, they are positioned at a first select position at which the clutch hub sleeve 50c can be engaged, a second select position at which the clutch hub sleeve 50b can be engaged, and a third select position at which the clutch hub sleeve 50a can be engaged. Further, the shift cylinder 78 shown in FIG. 3 has three axial positions, that is, a neutral position (the state shown in FIG. 1) in which the meshing clutches 48a to 48e are all disconnected and the reverse gear is not established. It is positioned at a first shift position (right side in FIG. 1) and a second shift position (left side in FIG. 1) on both sides. In the neutral position, the power transmission between the input shaft 42 and the output shaft 44 is interrupted.

In the first shift position of the first select position, the gear ratio e (= the rotational speed N _IN of the input shaft 42 / the rotational speed N of the output shaft 44) is established by the engagement of the dog clutch 48e.
_OUT) is allowed to establish the first speed stage G ₁ is the largest, the second shift position of the first select position, clutches 4
8d is the gear ratio e is second speed stage G ₂ is the second largest, is established by being connected. In the first shift position of the second select position, the third speed stage G ₃ speed ratio e is the third largest is caused to by mesh type clutch 48c is connected, at the second shift position of the second select position, the fourth gear position G ₄ gear ratio e is the fourth largest by clutches 48b is connected is established.
Speed ratio e ₄ of the fourth gear stage G ₄ are a substantially one. In the first shift position of the third select position, the dog clutch 48a
There fifth gear position G ₅ speed ratio e is smallest is is established by being coupled, the reverse shift stage is established in the second shift position of the third select position. The select cylinder 76 and the shift cylinder 78 for moving the fork shaft 52 are provided with the transmission 1 without requiring the operation force of the driver.
It functions as a shift actuator or a shift actuator that automatically switches the sixth gear.

The differential gear device 18 is of a bevel gear type. Drive shafts 82R and 82L are connected to a pair of side gears 80R and 80L by spline fitting or the like, and left and right front wheels (drive wheels) 84R and 84L. Is driven to rotate.

The clutch release cylinder 34, select cylinder 76, and shift cylinder 78 are supplied with hydraulic pressure by a hydraulic circuit (HPU: Hydraulic Power Unit) 90 shown in FIG. Hydraulic circuit 90
Supplies and discharges hydraulic fluid to and from an electric hydraulic pump 94 that pumps up and discharges hydraulic fluid from a reservoir 92, an accumulator 96 that accumulates hydraulic fluid discharged from the hydraulic pump 94, and a clutch release cylinder (slave cylinder) 34. Switching clutch solenoid valve 9
8, a master solenoid valve 100 for switching supply and discharge of hydraulic oil to and from the select cylinder 76 and the shift cylinder 78, a select solenoid valve 102, and a shift solenoid valve 104 are provided. In the figure, 106 is a relief valve, 108 is a check valve, 110 is a hydraulic pressure sensor for detecting the hydraulic pressure P _O of hydraulic oil, and 112 is a strainer.

Here, the clutch solenoid valve 9
8 is switched to control the operation of the clutch release cylinder 34 for disengaging or engaging (engaging) the automatic clutch 14, and the operating speed of the clutch release cylinder 34, that is, the engagement time or engagement of the automatic clutch 14. On / off drive (duty drive) at a predetermined frequency with a variable duty ratio to control the combined speed
Is done. Thereby, the flow rate of the hydraulic oil supplied to or discharged from the clutch release cylinder 34 is controlled, and the release speed or the engagement speed, that is, the release time or the engagement time of the automatic clutch 14 is made variable during the shift period. It has become so.

FIG. 4 is a block diagram illustrating a control system of the vehicle drive device 10 according to the present embodiment. The engine ECU (Electronic Control) is connected to each other by a communication line.
Unit) 114, transmission ECU 116, and ABS
(Antilock Brake System) ECU 118, and exchanges necessary information between them. Each of these ECUs 114, 116, and 118 includes a microcomputer, and performs signal processing according to a program stored in the ROM in advance while using the temporary storage function of the RAM. The engine ECU 114 includes an ignition switch 120, an engine speed (N _E ) sensor 122, a vehicle speed (V) sensor 124, a throttle valve opening (θ _TH ) sensor 126, and an intake air amount (Q).
A sensor 128, an intake air temperature (T _A ) sensor 130, an engine cooling water temperature (T _W ) sensor 132, and the like are connected, and the operation position of the ignition switch 120, the engine speed N _E , the vehicle speed V (the speed of the output shaft 44, respectively) are respectively connected. N _OUT ), signals representing throttle valve opening θ _TH , intake air amount Q, intake air temperature (outside air temperature) T _A , engine cooling water temperature T _W, etc. are supplied. The starter (electric motor) 134 is rotationally driven in accordance with the signal to start the engine 12, controls the fuel injection amount and injection timing of the fuel injection valve 136, and controls the ignition timing of the ignition plug by the igniter 138. The ignition switch 120 has an “ON” and a “start” position. When the ignition switch 120 is operated to the “start” position, the engine ECU 114 operates the starter 134 to start the engine 12.

The transmission ECU 116 functions not only as a shift control device but also as a shift control device for the automatic clutch 14, and includes a shift operating oil temperature (T _OIL) in the hydraulic circuit 90. ) Sensor 133, lever position (P _L ) sensor 140, upshift switch 142, downshift switch 143, brake switch 144, input speed (N _IN : speed of input shaft 42)
Sensor 146, gear position (P _G ) sensor 148, clutch stroke (S _CL ) sensor 150, and the hydraulic pressure (P _O )
The sensor 110 and the like are connected, and the operating oil temperature T
_OIL , a lever position P _L which is an operation range of the shift lever 160 (see FIG. 5), up / down (±) by manual shift, ON / OFF of a brake, an input rotation speed N _IN , and a gear which is a shift speed of the transmission 16. Position P _G (= G
₁ ~G _5), the stroke S _CL stroke i.e. the clutch release cylinder 34 of the automatic clutch 14, a signal representative of the a hydraulic P _O of the hydraulic circuit 90 are supplied. By taking in these signals and necessary signals from the engine control ECU 114 and the ABS ECU 118, the operation of the hydraulic pump 94 is controlled, and the clutch solenoid valve 98, the master solenoid valve 100, the select solenoid valve 10
2. Shift control of the transmission 16 (including forward / reverse switching control) is performed by switching control of the shift solenoid valve 104, and disconnection and connection control of the automatic clutch 14 in response to the shift and the like. .

The shift lever 160 is disposed, for example, beside the driver's seat, and has three positions of “R (reverse)”, “N (neutral)”, and “S (sequential)” as shown in FIG. The operation range is selectively operated and the position is held, and the lever position sensor 140 detects the operation range by using, for example, a plurality of ON-OFF switches provided in each operation range. When the shift lever 160 is operated to the “R” range, the transmission 16 is switched to the reverse gear,
When operated to the "N" range, the state is switched to the power transmission cutoff state. Further, the “S” range indicates a plurality of forward gears G _i.
Is manually adjustable, and a “(+)” position and a “(−)” position are provided above and below the “S” range, that is, in the front-rear position of the vehicle. Shift lever 1 to position or "(-)" position
When 60 is operated, the it is detected by the upshift switch 142 or the down-shift switch 143, a plurality of forward gears G _i of the transmission 16 is up-down. "(+)" One position in the up position, gear position G _i for each one operation is shift by one step to the up i.e. the gear ratio e is small speed-stage side, "(-)" position down position in, gear stage G _i for each one operation is shift by one step to the down ie the speed ratio e is large low speed stage side. Upshift switch 142 and downshift switch 1
Reference numeral 43 includes a pair of automatic reset switches disposed at the “(+)” position and the “(−)” position.

Between the above "R" range and "N" range,
A moderation mechanism is provided between the “N” range and the “S” range, and a peak of necessary operation force is applied by a biasing device such as a spring and a cam to provide a moderation feeling to the shift lever operation. Is to be given. Also, "(+)" positions provided before and after the "S" range,
The "(-)" positions are all unstable, and those "(+)"
Position, shift lever 160 operated to “(−)” position
Is automatically returned to the "S" range by a biasing device such as a spring. In this embodiment, the lever 160 and the lever position sensor 14 for detecting the operating range thereof are used.
The mode selection device is constituted by 0, and the "N" range and the "S" range correspond to the neutral mode and the manual shift mode, respectively.

In FIG. 4, the ABS ECU 118
Is the wheel speed (N _W ) assigned to each of the four wheels
Signal is supplied indicating the wheel speed N _W from the sensor 152 to detect the presence or absence of slip by comparing the wheel speeds N _W it, and controls the respective wheel brake pressure by controlling the brake hydraulic pressure control valve 154 This suppresses the occurrence of slip.

Next, the main part of the control function of the transmission ECU 116 will be described with reference to FIG. In FIG. 6, the engine output control means 162 controls the throttle valve opening θ in accordance with the opening operation of the automatic clutch 14 or the joining operation of the automatic clutch 14 in a series of shifting operations in the transmission 16.
The output of the engine 12 is temporarily reduced by reducing the _TH , the fuel injection amount, etc. to a predetermined value or less, or the throttle valve opening θ _TH , the fuel injection amount, etc. are set to values corresponding to the accelerator pedal operation amount. By increasing the output, the output of the engine 12 is gradually returned.

The gear shift time calculating means 164 calculates the gear shift time t _SH of the transmission 16 by the select cylinder 76 and the shift cylinder 78, for example, by changing the meshing clutch engaged to establish the previous gear. Integrating a clock signal using a counter or the like with the time from the starting point of movement of the rod of the shift cylinder 78 to be pulled out to the end point of movement of the rod of the shift cylinder 78 for engaging the meshing clutch for establishing a gear after shifting. It is calculated by:

The joining time changing means 166 is stored in advance.
From the actual gear change time t _SH, Throttle opening
θ_TH, Vehicle speed V, hydraulic oil temperature T_OIL, Temperature T_A, Transmission 1
6 actual gear stages G_iAutomatic clutch 14 based on such
Joining time T_ThreeBy calculating
Gear shift time t calculated by the interval calculating means 164 _SH
The gear change time t_SHThe longer the longer
So that the engagement time T of the automatic clutch 14 is_ThreeChange
You.

When the shift lever 160 performs an input operation on the upshift switch 142 or the downshift switch 143, the manual shift control means 168 controls the hydraulic circuit 90 and the engine output control means 16.
2, the automatic clutch 14 is disengaged while the output torque of the engine 12 is reduced, and the gear is switched.
Together to perform shift by executing a series of shift operation of the automatic clutch 14 is engagement operation while returning to the actual accelerator pedal depression amount that is, the value corresponding to the throttle valve opening theta _TH the output torque of the engine 12 in engagement time T ₃ which is changed by the engagement time changing means 166, to execute the engagement operation of the automatic clutch 14.

The main part of the control operation of the transmission ECU 116 will now be described with reference to the flowcharts of FIGS. FIG. 7 is a manual shift control routine for executing a shift of the transmission 16 in accordance with a series of operations in accordance with an operation of the shift lever 160, and is repeatedly executed at a predetermined cycle time. FIG. 8 shows the sequential control in FIG.

In step S1 of FIG. 7 (hereinafter, step is omitted), it is determined whether or not shift lever 160 is operated to the "N" range based on a signal supplied from lever position sensor 140. . If the determination in S1 is affirmative, that is, if it is in the “N” range, in S2, the shift cylinder 78 is set to the neutral position by, for example, switching the shift solenoid valve 104 in the hydraulic circuit 90 to change the speed. Machine 16 is in a power transmission cutoff (neutral) state.

If the judgment in S1 is negative, the program proceeds to S3
It is determined whether or not in the "S" range. If the determination in S3 is affirmative, that is, if the range is the "S" range, in S4, it is determined whether the range has been switched from the "N" range to the "S" range during traveling. If the determination in S4 is affirmative, for example, when the vehicle speed is V> 0 and the range is newly switched from the "N" range to the "S" range, S5 is executed, but the determination in S4 is denied. In this case, for example, when the vehicle speed V = 0 or the “S” range is continued, S6 is executed.

In the above S5 which is executed when the transmission 16 is switched to the "S" range during the coasting in which the power transmission is cut off in the "N" range, for example, the vehicle speed V and the engine speed _NE are reduced. An appropriately determined gear stage is selected based on which no engine stall occurs. In S6, which is executed when the vehicle speed V = 0 or the “S” range is continued, for example, the shift lever 160 is moved up to the “(+)” position,
According down operation to - "()" position, the gear position G _i of transmission 16, the opening to operate the automatic clutch 14 while reducing the output torque of the engine 12, switching the gear stage, the output torque of the engine 12 upshift or downshift is performed according to a set of shift operation of the amount actually accelerator pedal depression i.e. while returning to a value corresponding to the throttle valve opening theta _TH to engagement operation automatic clutch 14. Incidentally, the first shift lever 160 when the vehicle stops when it is operated to the "S" range, the first gear stage G ₁ speed ratio e is largest, is established.

If the determination in S3 is negative,
That is, if the operation position of the shift lever 160 is not in the “N” range or the “S” range, it is determined in S7 whether the operation position of the shift lever 160 is in the “R” range. If the determination in S7 is denied, this routine is terminated. If the determination is affirmative, that is, in the "R" range, in S8, the reverse gear is established by switching the hydraulic circuit 90 or the like. .

FIG. 8 is a diagram for explaining the sequential control in S6 in detail. In FIG. 8, in SA1,
It is determined whether or not upshift switch 142 or downshift switch 143 has been switched to the ON state. If the determination in SA1 is denied, this routine is terminated. If the determination is affirmative, the output of the engine 12 is reduced at the same time as the release of the automatic clutch 14 by the clutch release cylinder 34 in SA2. Time point t ₁ in FIG. 9 shows this state. Next, in SA3, it is determined whether or not the release operation of the automatic clutch 14 has been completed based on, for example, detecting that the output rod of the clutch release cylinder 34 has reached the release stroke end by a switch (not shown). You.

Initially, the determination at SA3 is denied, so that SA2 and subsequent steps are repeatedly executed. But that S
If the release operation of the automatic clutch 14 is completed and the determination of SA3 is affirmed while A2 is repeatedly executed, SA4
At the same time, the counting operation of the counter for counting the gear shift time t _SH is started, and the shift from the previous gear to the gear indicated by the upshift switch 142 or the downshift switch 143 is performed.
This is executed by the select cylinder 76 and the shift cylinder 78. T ₂ time points Figure 9 shows this state.
In this shift, after the shift cylinder 78 is operated to pull out the meshing clutch that has been meshed in order to establish the previous gear, the first select position in which the clutch hub sleeve 50c can be engaged, Of the three positions, a second select position engageable with the hub sleeve 50b and a third select position engageable with the clutch hub sleeve 50a, the upshift switch 14
2 or fork shaft 52 by select cylinder 76 so as to be at the select position for achieving the gear position indicated by downshift switch 143.
Is positioned, and the shift cylinder 78 is moved so that the gear position indicated by the upshift switch 142 or the downshift switch 143 is achieved.
With this, the meshing clutch is engaged.

Next, at SA5, the end of the gear position switching operation, that is, the end of the operation of engaging the meshing clutch by the shift cylinder 78 is detected by, for example, a switch (not shown) that the output rod of the shift cylinder 78 reaches the stroke end. Is determined. Initially, the determination at SA5 is denied, so that SA4 and subsequent steps are repeatedly executed.

However, the gear position by the shift cylinder 78
When the switching operation is completed and the determination in SA5 is affirmed,
In SA6, based on the count content of the counter,
Gear shift time t_SHIs calculated. T in FIG._ThreeThis time
The state is shown. Next, in SA7,
From the relationship described above, the actual gear change time t_SH, Slot
Torque opening θ_TH, Vehicle speed V, hydraulic oil temperature T_OIL, Temperature T_A,
The actual gear G of the transmission 16_iWithin the shift period based on
Engagement time of the automatic clutch 14 in the series of shift operations
T_ThreeIs changed by being determined. This relationship is
The gearshift that the driver receives when re-engaging the automatic clutch 14
It is required in advance to suppress the
Stage switching time t_SHBecomes longer, the joining time T_ThreeLengthen
Things. In addition, the above relationship indicates that the automatic clutch 14
To reduce shift shock experienced by the driver during splicing
And the throttle opening θ_THBecomes larger, the joining time T_Three
And the joining time T increases as the vehicle speed V increases._ThreeShorten
And hydraulic oil temperature T_OILIs lower, the joining time T_ThreeThe length
Comb, temperature T_AIs lower, the joining time T_ThreeLonger,
The actual gear G of the transmission 16_iIs lower, the joining time
T_ThreeIs set to be longer and the automatic clutch 1
Joining time T of 4_ThreeIs the above throttle opening θ _TH,car
Speed V, hydraulic oil temperature T_OIL, Temperature T_A, Actual gear G_i
Is to be corrected by.

[0033] Then, in SA8, with automatic clutch 14 is brought spliced to engagement operate in engagement time T ₃ that has been changed in the SA7, corresponding to the accelerator pedal operation amount of the output at that time of the engine 12 To return to the value that The engagement speed of the engagement period or t ₄ to t ₅ sections 9 of the automatic clutch 14, it is long enough or higher becomes longer in accordance with the t _SH between the gears switching. In this embodiment, SA6 corresponds to the gear change time calculating means 164, SA7 corresponds to the joining time changing means 166, and SA2, SA4, S
A8 corresponds to the manual shift control means 168.

As described above, according to the control apparatus for shifting the automatic clutch of the present embodiment, the engagement time changing means 16 is used.
6 (SA7), the gear speed change time calculating means 164
The engagement time of the automatic clutch 14 is changed to a longer side in accordance with the increase in the gear speed switching time t _SH calculated in (SA6). For example, if the time t _SH required for gear shifting performed after the release period T ₁ of the automatic clutch 14 during the shift period is a relatively short value shown in FIG. 14 engagement of is the engagement period T ₃ being performed rapidly as shown by the solid line is a relatively short, time taken for the gear changeover t _SH is Fig 9 B
When was a relatively long values shown, the engagement period T ₃ loosely performed, as shown in broken lines in FIG. 9 is relatively long. Therefore, the gear change time t during the gear shift period
_{As the} length of the _SH becomes longer and the driver's body is moved forward, the automatic clutch 14 is gradually reengaged, so that the shock received by the driver when the automatic clutch 14 is reengaged is suitably suppressed. .

Normally, when the temperature drops, the hydraulic circuit 90
According to the present embodiment, since the shift time t _SH of the gear stage of the transmission 16 increases as the viscosity of the hydraulic oil in the inside increases,
When traveling on a low friction road surface such as a frozen road or a snowy road, the automatic clutch 14 is gently re-engaged,
There is an advantage that the behavior of the vehicle is stabilized.

Further, the joining time changing means 166 of the present embodiment.
According to this, the gear speed switching time t _SH is changed based on the actual throttle opening θ _TH because the engagement time T ₃ is increased as the throttle opening θ _TH becomes larger. Shift shocks received by the driver at the time of joining are more suitably suppressed.

Further, the joining time changing means 166 of the present embodiment.
According to, the switching time of the gear based on the actual vehicle speed V from the relation of shortening the higher engagement time T ₃ the vehicle speed V is higher t
_{Since the SH} is changed, the shift shock experienced by the driver when the automatic clutch 14 is reengaged is more suitably suppressed.

Further, the joining time changing means 166 of the present embodiment.
According to the above, the lower the hydraulic oil temperature T _OIL is, the longer the joining time T
_Since the gear speed switching time t _SH is changed based on the actual hydraulic oil temperature T _{OIL due} to the lengthening of ₃ , the shift shock experienced by the driver when the automatic clutch 14 is reengaged is more suitably suppressed. .

Further, the joining time changing means 166 of the present embodiment.
According to the temperature T_AIs lower, the joining time T_ThreeLengthen
The actual temperature T_AAt the time of gear change based on
Interval t _SHAt the time of re-engagement of the automatic clutch 14
The shift shock experienced by the driver during
You.

Further, the joining time changing means 166 of the present embodiment.
According to, the actual gear stage G _i t _SH switching time of gear based is the actual gear stage G _i from the relationship to increase the extent engagement time T ₃ lower the transmission 16 is changed, the automatic Shift shocks experienced by the driver when the clutch 14 is re-engaged are more suitably suppressed.

Although the embodiment of the present invention has been described in detail with reference to the drawings, this is merely an embodiment,
The present invention can be implemented in various modified and improved aspects based on the knowledge of those skilled in the art.

For example, the transmission 16 of the embodiment described above
Select cylinder 7 functioning as shift actuator
Although the gear speed is switched by the shift lever 6 and the shift cylinder 78, the gear speed may be directly switched by selectively operating the meshing clutch by manual operation of the shift lever. . In such a case, the automatic clutch 14 is released in association with the shift start operation by the shift lever, and the automatic clutch 14 is engaged in association with the shift end operation by the shift lever.

Further, the joining time changing means 1 of the above-described embodiment.
At 66, the engagement time T3 of the automatic clutch 14 is changed in accordance with the gear speed change time t _SH calculated by the gear speed change time calculation means 164 so that the engagement time T ₃ of the automatic clutch 14 becomes longer as the gear speed change time t _SH becomes longer. which it was, but engagement rate instead of its engagement time T _3, are closely related to the engagement time T _3,
The operating oil flow rate to the clutch release cylinder 34 or the drive duty ratio of the clutch solenoid valve 98 is
The longer the gear change time t _SH becomes, the more the automatic clutch 1
4 of engagement time T ₃ may be modified to become longer.
In short, it is the as long as it engagement time T ₃ is changed to shift shock during re engagement of the automatic clutch 14 is suppressed.

In the above-described embodiment, the upshift switch 142 and the downshift switch 143 are provided, but only one of them may be provided. Further, the upshift switch 142 and the downshift switch 143 may be provided on the steering wheel so as to be directly operated by the driver's hand.

In the above-described embodiment, the automatic clutch 1
Although the release connection operation 4 is performed by the clutch release cylinder 34 driven by hydraulic pressure, it may be operated by another actuator such as an electric motor. Similarly, the transmission 16 has been switched by the hydraulically driven select cylinder 76 and shift cylinder 78, but may be operated by another actuator such as an electric motor.

Although the transmission 16 of the above-described embodiment is a continuously meshing parallel two-shaft type stepped transmission, a plurality of sets of planetary gear units are provided, and the components of the transmission 16 are hydraulic friction clutches. It may be a planetary gear type stepped transmission that is connected to each other or to the housing via a coupling device. The shift time in this case is defined as the time from the shift determination or the shift output to the completion of the engagement of the hydraulic friction engagement device involved in the shift.

In the above-described embodiment, the clutch solenoid valve 9 for controlling the clutch release cylinder 34 is used.
Although the shift time is variable by the duty driving of the clutch 8, the flow control valve for controlling the flow rate of the hydraulic oil supplied to or discharged from the clutch release cylinder 34 may be provided.

Further, in the above-described embodiment, only the manual shift mode in which the gear position is switched in association with the manual operation is provided for the shift of the transmission 16, but the actual shift mode is obtained from a previously stored shift diagram. automatic shift mode may be provided so as to be selected automatically switches the gear position based on the vehicle speed V and to a liter valve opening theta _TH.

Further, SA4 and SA6 in FIG.
May be executed during a speed change operation during acceleration running, that is, during a power-on speed change operation.

[0050]

[Brief description of the drawings]

FIG. 1 is a skeleton view showing a schematic configuration of a vehicle drive device provided with a shift control device for a vehicle automatic clutch according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating an example of an automatic clutch of the vehicle drive device of FIG.

FIG. 3 is a circuit diagram illustrating a shift hydraulic circuit provided in the vehicle drive device of FIG. 1;

FIG. 4 is a block diagram illustrating a control system of the vehicle drive device of FIG. 1;

FIG. 5 is a perspective view showing an example of a shift lever of the vehicle drive device of FIG. 1;

FIG. 6 is a functional block diagram for explaining a main part of a control function of the electronic control unit for the transmission of FIG. 4;

FIG. 7 is a flowchart illustrating a main part of a control operation of the electronic control unit for the transmission of FIG. 4, and illustrates a manual shift control routine.

FIG. 8 is a diagram for explaining in detail the steps of the sequential control of FIG. 7;

FIG. 9 is a time chart for explaining the operation of the sequential control of FIG. 7;

[Explanation of symbols]

 12: Engine 14: Automatic clutch 16: Transmission 164: Gear speed switching time calculating means 166: Coupling time changing means

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI // F16H 59:24 F16H 59:44 59:44 59:64 59:64 59:68 59:68 59:72 59:72 F16D 25/14 640A (56) References JP-A-61-171627 (JP, A) JP-A-9-105455 (JP, A) JP-A-9-249051 (JP, A) JP-A-3-41257 (JP, A) JP-A-63-247132 (JP, A) JP-B-61-58695 (JP, B2) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16D 48/02 F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (5)

(57) [Claims] 1. An engine and an engagement clutch are selectively operated.
The gears are switched by being engaged
Clutch actuator installed between the compound stepped transmission
In automatic clutch for a vehicle which is being released or spliced by chromatography motor, a gear change control device for controlling the engagement of the automatic clutch during a shift of said constant mesh stepped transmission, the constant mesh Yes calculation means between the gear switching time of calculating the inter-gear switching time variable transmission, relay to increase the engagement time of the automatic clutch according to an increase of between gear switching time calculated by said gear switching time calculation means A shift control device for an automatic clutch for a vehicle, comprising: a joint time changing unit. (2) Detecting the throttle opening of the engine;
Equipped with a sensor The coupling time changing means includes a gear change time calculating means.
In accordance with the increase in the gear change time calculated by
Increase the engagement time of the dynamic clutch, and
As the throttle opening increases, the engagement of the automatic clutch
2. The vehicle auto-clamp according to claim 1, wherein the time is increased.
Control device for shifting the latch. (3) Equipped with a sensor that detects the vehicle speed, The coupling time changing means includes a gear change time calculating means.
In accordance with the increase in the gear change time calculated by
Increases the engagement time of the dynamic clutch and increases the vehicle speed
The shorter the engagement time of the automatic clutch is,
2. The shift control device for an automatic clutch for a vehicle according to claim 1. (4) A sensor for detecting a hydraulic oil temperature of the transmission.
Equipped with The coupling time changing means includes a gear change time calculating means.
In accordance with the increase in the gear change time calculated by
Increase the engagement time of the dynamic clutch and operate the transmission.
The lower the hydraulic oil temperature, the longer the automatic clutch engagement time
2. The automatic clutch for a vehicle according to claim 1, wherein
Shift control device. (5) Equipped with a sensor to detect air temperature, The coupling time changing means includes a gear change time calculating means.
In accordance with the increase in the gear change time calculated by
Increase the engagement time of the dynamic clutch and increase the temperature Get lower
Increase the engagement time of the automatic clutch.
2. The shift control device for an automatic clutch for a vehicle according to claim 1.