JP3482081B2 - Start assist device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is a device suitable for starting on a slope or on a flat road, in which a friction clutch interposed between an engine and a gear type transmission is provided via an air actuator for a clutch. The present invention relates to a start auxiliary device suitable for being applied to an automatic transmission for a vehicle, which is electronically controlled by a vehicle and electronically controls a gear position of a transmission through a gear position switching actuator.

[0002]

2. Description of the Related Art A conventional automatic transmission is intended for a small passenger car, in which a fluid coupling such as a torque converter is interposed between an engine and a planetary gear type, and pressure oil is used as a control medium. It is generally known that the planetary gear type gear position switching means is provided. On the other hand, in recent years, in order to reduce the burden of driver's driving operations on large freight vehicles and shared vehicles, an automatic transmission that can automatically select the gear position according to the running conditions of the vehicle has been considered. Has been. By the way, in the above-described automatic transmission, there is a possibility that the starting characteristics may deteriorate due to changes over time such as wear of the clutch device.

That is, in this type of automatic transmission, the clutch is held in advance at the so-called half-clutch position in advance when the vehicle is on standby, and a predetermined amount is added to the position immediately before the half-clutch when starting (torque transmission). The clutch is moved to the point), but at this time, if the clutch has changed over time due to wear or the like, it may take time before the clutch is engaged and the vehicle starts moving. This tendency occurs even on flat roads, but especially when starting on a slope, the auxiliary brake as a slope start assist device is used to prevent the vehicle from retreating.
If the half-clutch position (torque transmission point) shifts when the vehicle starts on this slope, the vehicle is likely to move backward or start shock.

Here, as an example of a conventional hill start assisting device, a technique disclosed in Japanese Patent Application Laid-Open No. 7-40814 is known, and a clutch stroke has a preset constant value (from a disengaged position to a half clutch position). Clutch stroke amount)
It is determined whether or not the vehicle has exceeded the threshold, and when the vehicle has exceeded the threshold, the opening / closing valve for releasing the auxiliary brake of the slope starting assistance device is turned off to start the vehicle. Further, in Japanese Utility Model Publication No. 28284/1995, the engine rotation torque at the time of starting starts to be transmitted to the clutch side in the vicinity of the half-clutch position, so that when the peak state of the engine speed is detected, the slope starting assist device The on / off valve for releasing the auxiliary brake is turned off to start the vehicle.

[0005]

When this hill-start assisting device is operated even on a flat road, for example, when it is applied to a route bus, the driver's operation is reduced when getting on and off a passenger and waiting for a signal. It is especially effective to reduce the foot brake pedal depression and parking brake operation.

However, in the case of Japanese Patent Laid-Open No. 7-40814, the set value of the clutch stroke for releasing the brake pressure can be changed by operation according to the driver's preference. Therefore, the specified value must be changed by the driver's operation. If the setting value of the clutch stroke that matches the driver's preference on a flat road without changing is set, it is considered that a smooth start is possible on a flat road, but when starting on a slope, the brake stroke is released to release the clutch stroke. If the set value is insufficient and the vehicle tends to retreat, on the contrary, if the set value of the clutch stroke that the driver is satisfied on the uphill road is set as the brake pressure release point, the brake pressure on the flat road is The drive force transmitted from the engine to the drive system when released is too large, and a start shock occurs.

On the other hand, in Japanese Utility Model Publication No. 7-28427, since the vehicle is always started only by the judgment at the peak of the engine speed, a starting shock is generated when the brake is released when the vehicle starts on a flat road. There is a problem that it is easy to do. An object of the present invention is to provide a starting assistance device which prevents a vehicle from moving backward when starting on a slope and also prevents a shock at the time of releasing the brake when starting on a flat road so that a good starting feeling can be obtained. It is in.

[0008]

In order to achieve the above object, the invention of claim 1 applies or releases an auxiliary braking force according to a signal from a brake actuation detecting means and a signal from a vehicle speed detecting means. an auxiliary braking force control means for, unladen vehicle Rights
It is the deviation between the theoretical acceleration and the actual acceleration in the corridor.
When the vehicle load degree is calculated and the vehicle load degree exceeds a predetermined value,
The vehicle includes a traveling load determining means for determining that the traveling load is large and a clutch detecting means for detecting the clutch connection state.The auxiliary braking force control means depresses the brake pedal in response to a signal from the brake operation detecting means. When the vehicle speed is determined to be zero by the signal from the vehicle speed detecting means, the auxiliary braking force starting means for starting the application of the auxiliary braking force, and the running load in the state where the auxiliary braking force is applied. determining if the traveling load the judgment means judges the character is large, the engine speed is increased by the accelerator pedal depression has reached the rotational speed peak by the movement of the clutch from a disengaged state position to the contact state direction When the first condition is satisfied, the auxiliary braking force is released, and the traveling load determining means determines that the traveling load is small. An auxiliary control that releases the auxiliary braking force when a second condition is established in which the clutch detection means determines that the engagement state of the clutch moved from the disconnection state position to the engagement state has reached a predetermined engagement state by the clutch detection means. Since the power release means is provided, it is possible to reduce a starting shock due to a feeling of the vehicle popping out due to a large driving force when the auxiliary braking force is released. Moreover, the traveling load determination means
Is calculated based on the difference between the theoretical acceleration and the actual acceleration.
The vehicle load level is detected, and if the vehicle load level exceeds a specified value,
Calculation processing is performed when the road is an uphill road.

According to a second aspect of the present invention, in the starting assist system according to the first aspect, the clutch detecting means is configured to detect a clutch stroke to detect a clutch connection state, and the auxiliary braking force control means is provided. A first clutch condition determining means for determining whether or not the clutch stroke has reached a predetermined half-clutch position. When the traveling load determining means determines that the traveling load is large, the first condition is The auxiliary braking force is released when the half-clutch state determination means determines that the clutch stroke has reached a predetermined half-clutch position. In particular, the auxiliary braking force is released when the first condition is satisfied and the half-clutch state is detected, so that a more stable start can be performed. According to a third aspect of the present invention, in the starting assist system according to the second aspect, the auxiliary braking force control means includes an accelerator opening degree detecting means for detecting an accelerator opening degree, a shift speed detecting means for detecting a shift speed, and the above-mentioned. A predetermined half-clutch position is set according to the accelerator opening degree and the gear position at the time when the engine speed reaches the rotational speed peak when the traveling load determination means determines that the traveling load is large. Clutch learning means to learn,
It is characterized by having. When the first condition is met when the engine speed reaches the peak of the engine speed when the auxiliary braking force is being applied and an uphill road is detected, the clutch learning means is set to the first condition.
When the auxiliary braking force release signal is output due to the satisfaction of the condition, the clutch stroke can be learned according to the accelerator opening and the gear position.

[0010]

[0011]

According to a fourth aspect of the present invention, in the starting assist system according to the first to third aspects, the clutch stroke is determined by a driver's manual switch operation to determine whether the second condition is satisfied by the auxiliary braking force control means. A process is added to judge when the desired release position that can be selected is reached.
Is, the running load determining means to determine a running load when the desired release position selected by該手dynamic switch is positioned in contact direction of the clutch than the predetermined position is greater
It is characterized by the addition of processing .

Therefore, the driver further includes a multi-stage release switch for selecting a desired release position by the driver using the multi-stage release switch and a travel load determining means for selecting the desired release position by the driver. The means determines that the traveling load is large when the selected release position is located closer to the clutch in the contact direction than the predetermined value.

Here, the starting assistance device according to any one of claims 1 to 4 refers to a device capable of assisting not only starting on a slope but also parking and stopping on a flat road.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The following is a detailed description of a slope starting assistance device to which the present invention is applied, with reference to FIGS. Figure 2
FIG. 1 is a block diagram showing an overall configuration of an automatic transmission equipped with a slope start assist device according to an embodiment of the present invention. This automatic transmission is a gear type transmission that receives a rotational force of a diesel engine (hereinafter referred to as engine) 11 and an output shaft 13 of the diesel engine through a mechanical friction clutch (hereinafter simply referred to as clutch) 15. Mounted over the machine 17.

A fuel injection pump (hereinafter simply referred to as an injection pump) 21 having an input shaft 19 that rotates at a speed half that of the output shaft 13 of the engine 11 is attached to the engine 11. An electromagnetic actuator 25 is connected to a control rack 23 of the injection pump 21, and an engine speed detecting means (hereinafter simply referred to as an engine speed sensor) for outputting a rotation signal of the output shaft 13 of the engine 11 is connected to an input shaft 19. 27) is attached.

On the other hand, the clutch 15 is a flywheel 2
When the clutch plate 31 is brought into pressure contact with the clutch plate 9 by a well-known sandwiching means (not shown), and the air cylinder 33 as a clutch actuator shifts from the non-operating state to the operating state, the sandwiching means operates in the releasing direction and the clutch 15 operates. The connection state changes to the disconnection state (FIG. 2 shows the connection state). The clutch 15 is provided with a clutch stroke detecting means (hereinafter, simply referred to as a stroke sensor) 35 for detecting the disengaged state or the connected state of the clutch 15 based on the clutch stroke amount.
Alternatively, the clutch touch sensor 37 may be used. Further, the input shaft 39 of the gear type transmission 17 is provided with a clutch rotation speed sensor 41 that outputs a rotation speed (hereinafter, referred to as clutch rotation speed) signal of the input shaft 39.

By the way, an air passage 43 for driving the air cylinder 33, a gear shift unit 49, which will be described later, and an auxiliary brake system 60 are respectively connected.
Of these, the air passage 43 extending from the air cylinder 33 side
Is an electromagnetic pneumatic proportional control valve (hereinafter simply referred to as electropneumatic proportional control valve) 9 that supplies and discharges operating air to and from the air cylinder 33.
1, an air filter 93 for cleaning the working air to the electropneumatic proportional control valve 91, and a check valve 45, and an air tank 47.
It is connected to the. The compressed air that has been compressed and accumulated is stored in the air tank 47.

As shown in FIG. 3, an air passage 43 is connected to the air cylinder 33 via an electropneumatic proportional control valve 91.
Here, the electropneumatic proportional control valve 91 supplies the working air to the air cylinder 3
The main body 911 has an output port a communicating with one chamber 331 of the air cylinder 33 via an air passage 43a, an air supply port b communicating with the air passage 43, and an air cylinder 33. Exhaust passage 4 in the other chamber 332
An exhaust port c is formed which communicates with each other through 3c. Moreover, the electropneumatic proportional control valve 91 includes a spool valve 912 that switches the flow paths of these ports a, b, and c, and a solenoid 913 that drives the spool valve 912. Reference numeral 92 shown in FIG. 3 indicates a one-way valve, in which one chamber 331 of the air cylinder 33 has a high pressure and the piston is in the other chamber 3.
Air is removed in order to prevent the pressure in the same room from increasing when moved to the 32 side.

The electropneumatic proportional control valve 91 controls the clutch connection / disconnection signal VCC from the control unit 55 during normal operation.
On the basis of the above, the working air having a pressure proportional to the amount of electricity supplied according to the clutch connection / disconnection signal VCC is supplied to the air cylinder 33 and discharged. In this case, when the clutch is disengaged, working air having a pressure proportional to the amount of electricity supplied is supplied to one chamber 331 and the air in the other chamber 332 is exhausted. On the other hand, when the clutch is engaged, working air having a pressure proportional to the amount of electricity supplied is guided from the one chamber 331 to the output port a, the exhaust port c, and the exhaust chamber 43c to the other chamber 332 to improve the responsiveness in the clutch engagement direction. ing. At this time, the one-way valve 92 elastically maintains the closed state until the internal pressure of the other chamber 332 exceeds a predetermined pressure.

As shown in FIG. 3, the electropneumatic proportional control valve 91 causes the solenoid 913 to generate a pressing force p1 proportional to the amount of electricity, and causes the spool valve 912 to slide. in this case,
When the working air is supplied to the one chamber 331 and the same chamber 331 becomes the same pressure as the pilot pressure chamber 915 through the pilot passage 914, the spool valve 912 receives the pressing force p2 from the pilot pressure chamber 915, and this pressing force p2 is energized. The pressure is proportional to the pressing force p1 proportional to the amount, and the balance is achieved, whereby the one chamber 331 can be maintained at the pressing force p1 proportional to the energizing amount.

Next, the gear position is changed by changing the gear position of the gear type transmission 17, and the gear position is changed by a gear shift unit 49 as a gear position changing means. There is. In other words, the driver performs switching operation of the gear shift stage through the change lever 51, and when the change lever 51 is operated, the gear shift selection switch 53 responds to this and outputs a gear shift signal to the gear shift unit 49, and the gear shift unit 49. 49 operates according to the shift signal, and the gear type transmission 1
The gear position of No. 7 is switched to a gear position corresponding to the operation of the change lever 51.

The shift pattern of the change lever 51 here is shown in FIG. Here, change lever 5
1 is R for reverse gear, N is for neutral gear, D is for automatic gear shift (2nd to 7th gear), and M is for forward gear. For the forward manual shift M, (+) one-step up range and (-) one-step down range can be selected. For example, if the (-) one-step down range is selected at the time of starting, the first gear is set as the start step. Can be specified. The gear shift unit 49 operates with a control signal from the control unit 55. In order to change the gear position of the gear type transmission 17 that achieves each gear, the driver operates the change lever 51, for example, and the gear shift unit is switched based on the gear shift signal obtained by switching the gear selection switch 53. 49 is operated to switch the gear position to the target gear position.

Here, D indicates an arbitrary automatic shift from the second speed to the seventh speed, and the optimum shift speed is automatically set based on a shift speed selection map (not shown) that sets a target shift speed according to the vehicle speed and the accelerator opening. The gear position is switched to the target gear position. The gear shift unit 49 is a controller.
A plurality of electromagnetic valves 57 (only one is shown in FIG. 2) that are operated by an operation signal from the control unit 55, and high-pressure operating air is supplied from the air tank 47 via these electromagnetic valves 57. 17 has a pair of power cylinders (not shown) for operating a select fork (not shown) and a shift fork (not shown). The power cylinders are operated by operating signals given to the solenoid valve 57, respectively, in the order of select and shift. It operates to change the meshing state of the gear type transmission 17.

Further, the gear shift unit 49 is provided with a gear position detecting means (hereinafter, simply referred to as a gear position switch) 59 for detecting each gear position.
The gear position signal from is output to the control unit 55. The output shaft 61 of the gear type transmission 17 is provided with a vehicle speed detecting means (hereinafter, simply referred to as a vehicle speed sensor) 63 for emitting a vehicle speed signal, and further, an accelerator pedal 65 is provided with a resistance change according to the amount of depression of the voltage value. An accelerator opening degree detecting means 67 (hereinafter simply referred to as an accelerator load sensor) 67 which is generated as a digital signal and is output as a digital signal by an A / D converter 68 is attached. The brake pedal 69 is provided with brake detection means (hereinafter simply referred to as a brake sensor) 71 that outputs a high-level brake signal when the brake pedal 69 is depressed.

Wheel brakes 107 are mounted on wheels (not shown) of the vehicle, and an air tank 47 is connected to an air master 109 of the wheel brakes 107 via an electromagnetic valve 111 and an air passage 43. Further, a multi-stage release switch 80 is connected to a control unit 55 described later, and a manual operation of the switch 80 allows the release position K described later to be closer to the clutch as the uphill road UR or the vehicle load increases. A signal equivalent to K can be input to the control unit 55. As shown in FIG. 5, the release position K has a plurality of release positions (K1, K2, ...) That sequentially change from the disengagement side of the clutch stroke SVC to the contact side direction.
Kn) is set in advance and a desired release position K is selected by the driver's manual switch operation. When the control unit 55 that receives the release position signal functions as the uphill road detecting means D described later, each threshold value is set. The release position K is used as the (predetermined position). When the release position K is set to the clutch contact side (Kn side), the release of the wheel brake 107 is delayed. For this reason,
It can be estimated that the closer the designated release position is to the K5 side, the heavier the vehicle load is, or the case where the driver deals with the uphill road UR.

The engine 11 is started by meshing with a ring gear on the outer periphery of the flywheel 29 at appropriate times.
A starter 73 is mounted, and the starter relay 75 is connected to the control unit 55. Reference numeral 77 in FIG. 1 is a control unit 55.
Indicates a microcomputer separately mounted on the vehicle for performing various controls of the vehicle, and receives the input signals from each sensor (not shown) to control the drive of the engine 11 and the like. This microcomputer 77 is an injection pump 2
An operation signal is given to the electromagnetic actuator 1 of No. 1 to control the increase / decrease of the rotation speed of the output shaft 13 of the engine 11 (hereinafter referred to as the engine rotation speed) by the fuel increase / decrease operation. That is, the engine speed is increased or decreased according to the output signal from the control unit 55 as the engine speed increase / decrease signal.

The control unit 55 is particularly shown in FIG.
As shown in FIG. 3, the vehicle has a functional portion related to the start of the vehicle. That is, as shown in FIG. 1, the control unit 55 includes the auxiliary braking force start determination unit A1 that outputs the auxiliary braking force start signal B _ON , the braking force holding unit A2, and the first condition or the second condition. Each function of an auxiliary braking force release determination means A3 for outputting an auxiliary braking force release signal B _OFF when the condition is satisfied and a clutch learning means A4 for learning the clutch stroke SVC is provided. Here, the auxiliary braking force start determination means A1 is the auxiliary braking force start condition when the brake sensor 71, which is a brake detection means, allows the brake pedal 69 to be driven into the road and the vehicle speed Vc by the vehicle speed sensor 63, which is a vehicle speed detection means, is zero. Then, the auxiliary braking force start signal B _ON is output.

The braking force holding means A2 starts applying the auxiliary braking force BF in accordance with the output (B _ON ) of the auxiliary braking force start judging means A1 and, once the application is started, the auxiliary braking force releasing signal B _OFF. Brake pedal 6 until you receive
Even if 9 is released, the auxiliary braking force BF is continuously applied. The auxiliary braking force cancellation determining means A3 is in the process of applying the auxiliary braking force B by the braking force holding means A2 and the uphill road U is detected by the uphill road detecting means D.
When R is detected, it is determined that the engine rotational speed Ne has reached the rotational speed peak (see time t1 in FIG. 6), and when the first condition is satisfied, the auxiliary braking force release signal B _OFF is output and the braking force is When the holding means A2 is applying the auxiliary braking force B and the uphill road UP is not detected by the uphill road detecting means, the second condition is judged that the clutch stroke detecting means 35 is above a predetermined position (for example, the release position K). When this is done, the auxiliary braking force release signal B _OFF is output.

The clutch learning means A4 outputs the output of the accelerator opening detection means 67 and the output of the shift speed detection means 59 when the auxiliary braking force release judging means A3 outputs the auxiliary braking force release signal B _OFF when the first condition is satisfied. The clutch stroke (clutch release position) is learned according to.

Here, the control unit 55 also functions especially as the climbing road detecting means D. The uphill road detection means D here detects the vehicle load degree αVL (= αo-α) calculated based on the difference between the theoretical acceleration αo on an empty flat road and the actual acceleration (deceleration) α when the vehicle is stopped. Then
Then, when the vehicle load αVL is equal to or greater than the predetermined value αVL1, it is determined that the vehicle is on an uphill road UR.

The theoretical acceleration αo here is calculated by the following equation 1 and the actual acceleration α is calculated by the following equations 2 and 3.

[0033]

[Equation 1]

However, g: Gravitational acceleration (m / sec ² ) F: Driving force (Kgf), a value obtained by dividing the torque transmitted to the wheel by the wheel radius. μ: Rolling resistance coefficient W0: Empty vehicle weight (Kgf) IW: Moment of inertia of wheel and same rotating part (kgf)
・ M ・ sec ² ) IF: Moment of inertia of differential input shaft rotating part (kgf ・
m ・ sec ² ) IT: Moment of inertia of the input portion of the transmission (kgf ・
m · sec ² ) IE: Inertia moment of engine input rotation part (kgf
・ M · sec ² ) Rl: Running resistance (Kgf) R: Radius (m) of wheel and same rotating part it: Constant if: Constant

[0035]

[Equation 2]

However, itn: constant Ts: clutch rotation speed calculation cycle (sec) N _CL : clutch rotation speed (rpm) N _CL0 : previous clutch rotation speed (rpm)

[0037]

[Equation 3]

Furthermore, when the driver selects the desired release position K above the predetermined position Ka in the clutch stroke contact direction (here, K5 of the fifth step), the uphill road detecting means D is operated by the vehicle. Judge that you are on an uphill road.

When the release position K is set to the clutch contact side which is the release position K5 of the fifth stage in this way, the wheel brake 107 is released when the half-clutch state is sufficiently reached, and the vehicle is driven uphill. It can be regarded as a case to deal with. Next, the operation of this embodiment will be described with reference to FIGS. 9 to 11.

As shown in FIG. 9, the program is started.
Then, in the control unit 55, each flag, counter, and memory are cleared, and after the clutch 15 is disengaged, the position immediately before the half-clutch before the drive wheels of the vehicle shift from the stopped state to the rotated state (hereinafter, this is set to the LE point). (Hereinafter referred to as "dummy data read") is initialized (step a1). After that, a well-known starting process of holding the gear position at neutral N and holding the starter 73 in an operable state is started (step a2). When this starting process is completed, the brake BK, the vehicle speed Vc, the engine speed Ne, the clutch speed N _CL , the accelerator opening θa, and the gear Gs.
The signal data such as is read (step a3). If the vehicle speed signal Vc exceeds 3 km / h, the well-known gear shifting process (step a8) is performed. If the vehicle speed signal Vc is 3 km / h or less, it is determined whether the gear is neutral N or not (step a).
5).

When the gear position is in neutral, a starting process, which will be described in detail later with reference to FIGS. 10 and 11, is performed. If the gear position is other than N, it is determined whether the clutch rotational speed N _CL is equal to or less than a specified value. (Step a6). Here, if the clutch rotational speed N _CL is less than or equal to the specified value, the starting process of step a7 is performed, and if the clutch rotational speed N _CL is greater than the specified value, the process proceeds to step a8 and the well-known gear shift process is performed. Next, the starting process of step a7 will be described with reference to FIGS.

First, it is determined whether or not the clutch is disengaged (step s1). If not disengaged, a clutch disengagement signal is output to the clutch 15 to disengage the clutch (step s2). On the other hand, when the clutch is already disengaged, the position of the clutch is held (step s3), and the idle equivalent voltage for idling the engine 11 is set as the accelerator pseudo signal voltage V _AC to the microcomputer 7
7 (step s4) to clear flags (not shown) and initialize counters (step s4).
5) It is determined whether the engine speed Ne is below the engine stall prevention rotation (step s6).

When the rotation speed is below the engine stall prevention rotation, the routine returns to the main routine, and the above-mentioned processing of step s1 and subsequent steps are sequentially repeated until the engine stall prevention rotation is exceeded.
When the engine speed Ne exceeds the engine stall prevention rotation, whether or not the gear position is N is read by the signal of the gear shift switch 59 (step s7). When the gear position is "N", the process proceeds to step s8. , The clutch-on signal is output, the process for connecting the clutch 15 is performed, the wheel break solenoid valve (MVQ) 111 is turned off (step s9), the process returns to the main routine, and the process after step s1 is performed again. Return to. If it is determined in step s7 that the gear position is other than neutral, the process proceeds to AUS processing (step s10).

AUS processing is carried out, for example, by wheel brake 1
In the process for operating 07 (outputting the auxiliary braking force start signal B _ON ), a solenoid valve MVQ111 for wheel break
Is set to ON, and the auxiliary braking force BF is applied to the wheel side (not shown). Here, when the brake signal BK is ON and the vehicle speed Vc is zero, it is determined that the auxiliary braking force start condition is satisfied, and the wheel brake 107 starts applying the auxiliary braking force BF. Next, in step s11, CLLE processing for connecting the clutch 15 to the LE point is performed to check the accelerator opening θa (step s1.
2) Determine whether the accelerator opening is 10% or more.
If the accelerator opening does not exceed the specified value of 10%, the start waiting process is executed in step s13 and the process returns to the main routine.

Next, when the accelerator opening is not less than the specified opening, such as 10% or more, the clutch connection is started when the vehicle starts and the torque is transmitted, so that the engine speed Ne becomes the peak point Nep. (See FIG. 6) is determined (step s14), and if PFLG is not "0", normal start processing step s35 is executed. On the other hand, in step s14 described above, when PFLG is "0", that is, when it is determined that the peak point is not reached, the process proceeds to step s15, and the voltage of the accelerator pseudo signal voltage according to the current accelerator opening equivalent voltage VA. The value V _AC is obtained, for example, by a V _AC calculation map as shown in FIG. 7, and the electronic governor 25 is driven via the microcomputer 77 at the same V _AC . With this V _AC output processing, the engine speed is increased.

Next, in step s16, it is determined whether the engine speed Ne has changed. Here, if the engine speed Ne increases and the change is in the so-called positive direction (ΔNe> 0), SEF that indicates an increase in engine speed in step s17.
LG is set to "1", and it is determined again that SEFLG is "1" (step s18). Then, if SEFLG is "1" in step s18, the process proceeds to step s18. Here, the duty ratio Du for clutch connection according to V _AC is determined, and the duty ratio D is determined.
The clutch is displaced in the contact direction by u.

As a result, in step s20, it is judged whether or not the current wheel brake solenoid valve (MVQ) 111 is on. If it is not on (braking), the process returns to the main routine, and if it is on, the process goes to step s21. Reach In step s21, it is determined whether or not the release position K designated by the multiple-step release switch 80 is the fifth position (K5), which is the predetermined position, and if it is the fifth step, it is determined that the vehicle is on an uphill road UR. In the fourth stage and below, it is determined that the road is a normal flat road and the process proceeds to step s23.

At step s23, the vehicle load degree αVL (=
It is determined whether or not αo−α) exceeds a specified value αVL1 which is a threshold value for determining the uphill road UR or the time of loading. The calculation of the vehicle load degree αVL here is performed in advance in the main routine every time the vehicle is stopped. In this case, the theoretical acceleration αo on an empty flat road is set in advance by the above-mentioned equation 1, and the actual acceleration α is obtained by the above-mentioned equations 2 and 3 when the vehicle is stopped, and based on the difference between them, The vehicle load degree αVL (= αo−α) is calculated and stored.

If the vehicle load degree αVL falls below the predetermined value αVL1 in step s23, it means that it is neither the uphill road UR nor the vehicle is loaded, and the process proceeds to step s24. Here, the current clutch stroke SVC waits for exceeding the clutch stroke SVC (K) corresponding to each release position K (K1 to K4) previously designated by the multi-stage release switch 80, and when it exceeds, the clutch 15 is in the contact side. And it is considered that the torque transmission is sufficiently achieved, and the solenoid valve for wheel brake (MVQ)
111 is turned off (output of the auxiliary braking force release signal B _OFF ) to release the auxiliary brake (step s25), and the process returns to the main routine.

As described above, when the vehicle travels on a flat road or when the vehicle is empty, the auxiliary brake is released and the vehicle is started when the clutch stroke SVC (K) corresponding to the designated release position K (K1 to K4) is reached instead of the rotation peak determination. is doing. For this reason, it is possible to eliminate the feeling of the vehicle jumping out and, conversely, the feeling of vehicle dragging before the vehicle starts. Moreover, the time when the auxiliary brake is released can be adjusted according to the driver's preference. On the other hand, when the release position K is designated as the fifth step (in K5) because of an uphill or when the vehicle load degree αVL (= αo-α) exceeds the specified value αVL1 because of the uphill or when the vehicle is loaded, Step s22 is reached.

Here, it is judged whether or not the engine speed Ne exceeds the peak point Nep during climbing or when the vehicle is loaded. Before exceeding, the current peak data is cleared in step s26, the process returns to the main routine, and when it exceeds ( (See time point t1 in FIG. 6) The process proceeds to step s27. This step s2
In No. 7, the clutch stroke SVC is surely lower than the half clutch (LE-α), that is, the engine speed Ne exceeds the peak point Nep, surely reaches the half clutch (LE-α), and the error due to the disturbance of the electric signal occurs. The process proceeds to step s28 without any fear of control. Here, the wheel brake solenoid valve (MVQ) 111 is turned off (auxiliary braking force release signal B
_(OFF output) to release the auxiliary brake.

Therefore, at the time of uphill road UR or vehicle loading,
The auxiliary brake is released and started when the engine speed exceeds the peak regardless of the clutch stroke SVC signal, and the auxiliary brake release timing is relatively delayed to ensure that the vehicle retreats on the uphill road UR. Can be prevented. When the process proceeds to steps s29 and s30, here, the LE point is learned by the accelerator pseudo signal voltage V _AC , the clutch stroke SVC, and the gear stage at the peak determination point at the time of starting the slope (AUS), and the processing after the peak determination is executed. I am trying to do it.

That is, in the clutch stroke SVC with respect to the LE point before the update, as shown in FIG. 8, the correction value C from the peak V _AC and the gear stage is set in the stroke when the engine speed Ne peaks. In addition, the clutch stroke CVSC is learned. The learning point of this clutch stroke CVSC is obtained by the following equation (1).

[0054] Learning point = SVCpeak + f (V _AC, gear) ... (1) where, SVCpeak: clutch stroke f peak (V _AC, gear) further function to obtain a correction value C, (1) Equation (2) is used to perform weighted averaging on the learning point data obtained by the equation so that the learning effect is gradually obtained.

New LE point = current LE point data− (current LE point data / 8) + (learning point / 8) (2) The calculation of the above equation (1) is performed in step s29.
The equation (2) is calculated in step s30, the above-described data is calculated based on the new LE point, and the learned flag is set to "1" (step s31).

After that, when the process proceeds to step s32, peak post-processing for starting the vehicle such as release of the wheel brake is performed, the clutch is held (step s33), and the PFLG at which the engine speed Ne reaches the peak is determined. The value is set to "1" (step s34), after which the routine proceeds to the normal start processing (step s35), after which the procedure returns to the main routine. As a result, it is determined whether the peak point in the engine speed is true or false, and the peak point at this time is caused by the fact that the rotation of the engine output shaft 13 starts to be transmitted to the transmission input shaft 39 via the clutch and is reduced. It is said that

In this way, the control unit 55
As the auxiliary braking force start determining means A1 and the braking force holding means A2, the AUS process is performed in step s10. In the same step, when the brake signal BK is ON and the vehicle speed Vc is zero, it is determined that the auxiliary braking force start condition is satisfied. Braking force start signal B
_ON is output, and in response to this, the application of the auxiliary braking force BF is started, and once the application is started, step s2
2, the auxiliary braking force BF is continuously applied until the auxiliary braking force release signal B _OFF is received in s24.

Further, when the auxiliary braking force B is being applied in step s22 as the auxiliary braking force release judging means A3 and the uphill road UR is detected by the uphill road detecting means D (steps s21, s23), in this step s22. When it is determined that the engine speed Ne has reached the peak of engine speed, the auxiliary braking force release signal B _OFF (step s28) is output when the first condition is satisfied, and the braking force holding means A2 is applying the auxiliary braking force B. And the uphill road U is detected by the uphill road detection means.
When P is not detected (each N in steps s21 and s23)
When it is determined that the clutch stroke detection means 35 is at or above the predetermined position (detection on the o side) (step s24), it is determined that the second condition is satisfied, and the auxiliary braking force release signal B _OFF (step s25) is output.

The clutch learning means A4 starts from step s29.
When the auxiliary braking force release signal B _OFF (step s28) is output in s31, the clutch stroke (clutch release position) is learned according to the output of the accelerator opening detection means 67 and the output of the shift speed detection means 59. In the above-mentioned place, the uphill road detecting means D for detecting the uphill road UR has the determination function of step s21 of the control unit 55,
Alternatively, although the control unit 55 is configured by the determination function of step s23, the slope UR may be directly detected by a gradient sensor (not shown) mounted on the vehicle in some cases.

Further, by setting the multi-stage release switch 80 to K5 during the periodic inspection of the vehicle, the clutch stroke can be learned, that is, the clutch stroke can be appropriately set even when the vehicle is not on the uphill road UR.

[0061]

According to the first aspect of the present invention, when it is determined that the auxiliary braking force start condition is satisfied when the brake pedal is driven into the road and the vehicle speed is zero, the auxiliary braking force start signal is output, and the auxiliary signal is output. Accordingly, the application of the auxiliary braking force is started, and once the application is started, the auxiliary braking force is continuously applied even if the brake pedal is released until the auxiliary braking force release signal is received. In addition, the first condition that the engine speed reaches the rotation speed peak when an uphill road is detected, or when the auxiliary braking force release signal is output and the uphill road is not detected When it is determined that the second condition that the clutch stroke is equal to or greater than the predetermined position is satisfied, the auxiliary braking force release signal is output. For this reason, when the traveling load is high, such as on an uphill road or when loading, the auxiliary braking force release judgment is made based on the peak engine speed, so the auxiliary brake is released when the clutch is securely in the half-clutch state. Therefore, it is possible to reliably prevent the vehicle from reversing on the uphill road, and when the running load is small such as on a flat road or when the vehicle is empty, it is judged whether the auxiliary braking force is released or not by the clutch connection / disconnection state. It is possible to reduce a starting shock due to a feeling of the vehicle popping out due to a large driving force when the braking force is released. As described above, the starting assistance device according to the first aspect can be used as a device capable of assisting not only starting on a slope but also parking and stopping on a flat road. Moreover, the climb
It is possible to control a road without using a gradient sensor.
It can be detected by the vehicle load level calculated by a calculation unit such as knit.
Therefore, the device can be simplified.

According to the invention of claim 2, in particular, the first
When the condition is satisfied and the half-clutch state is detected, the auxiliary braking force is released, so that a more stable start can be performed. According to the invention of claim 3, the learning control of the clutch stroke can be performed on the uphill road, and the change due to the secular change of the clutch plate can be corrected. As a result, the auxiliary braking force release point due to the clutch stroke is corrected, and a good feeling can be obtained without causing secular change in the release timing. In addition, since the release point is set by the clutch stroke outside the uphill road, there is no feeling of the vehicle popping out when releasing the slope starting assistance device, or conversely, there is no feeling of dragging the vehicle before starting the vehicle. Moreover, when the slope starting assistance device of the present invention is mounted on a vehicle equipped with an automatic transmission in which the clutch is actuated by a clutch actuator,
By correcting the clutch stroke, the clutch control is performed according to the secular change of the clutch plate, and the clutch feel is improved.

[0063]

According to a fourth aspect of the present invention, in the starting assist system according to the first to third aspects, in particular, the driver selects a desired release position with a multistage release switch, and the selected release position is the clutch stroke contact direction. When the vehicle is set at a predetermined position or above or the vehicle load is above a predetermined value, it is determined that the vehicle is on an uphill road.

Therefore, the feeling of the vehicle popping out and
It is possible to eliminate the feeling of vehicle dragging before starting both. Only
Also adjusts the auxiliary brake release time according to the driver's preference
I can.

[Brief description of drawings]

FIG. 1 is a block configuration diagram of a slope starting assistance device as an exemplary embodiment of the present invention.

FIG. 2 is an overall schematic configuration diagram of a mechanical automatic transmission equipped with the slope start assist device of FIG.

3 is a cross-sectional view of essential parts of an electropneumatic proportional solenoid valve used in the mechanical automatic transmission of FIG.

4 is a shift pattern used in the mechanical automatic transmission of FIG.
Fig.

5 is a characteristic diagram showing a relationship between a release position of a multiple-stage release switch and a clutch stroke used in the slope start assist device of FIG.

FIG. 6 is a time-dependent change diagram of a clutch stroke, an engine speed, and a clutch speed of a mechanical automatic transmission equipped with the slope start assist device of FIG.

7 is a characteristic diagram of an accelerator pseudo signal map used in the slope start assist device of FIG.

8 is a characteristic diagram of a correction value calculation map used in the slope start assist device of FIG.

9 is a flowchart of a main routine used in the slope start assist device of FIG.

FIG. 10 is a front flowchart of a start control routine used in the slope start assist device of FIG.

11 is a rear flowchart of a start control routine used in the slope start assist device of FIG.

[Explanation of symbols]

11 Engine 15 Friction Clutch 17 Gear Type Transmission 21 Fuel Injection Pump 25 Electromagnetic Actuator 27 Engine Rotation Sensor 33 Air Cylinder 35 Stroke Sensor 41 Clutch Rotation Speed Sensor 49 Gear Shift Unit 55 Control Unit 63 Vehicle Speed Sensor 69 Brake Pedal 71 Blur -Sensor 91 Electropneumatic proportional control valve A1 Auxiliary braking force start determination means A2 Braking force holding means A3 Auxiliary braking force release determination means A4 Clutch learning means B _ON Auxiliary braking force start signal B _OFF Auxiliary braking force release signal BF Auxiliary braking force D Uphill detecting means Ne Engine speed N _CL Clutch speed Ka Predetermined position LE Half-clutch just before position SVC Clutch stroke Vc Vehicle speed UP Uphill αo Theoretical acceleration αn Actual acceleration αVL Vehicle load degree

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Masatoshi Otani               5-33 Shiba, Minato-ku, Tokyo, Mitsubishi Auto               Car Industry Co., Ltd. (72) Inventor Hiroyuki Tanaka               5-33 Shiba, Minato-ku, Tokyo, Mitsubishi Auto               Car Industry Co., Ltd.                (56) Reference JP-A-8-132929 (JP, A)                 Japanese Patent Laid-Open No. 7-40814 (JP, A)                 Actual Kohei 4-23087 (JP, Y2)                 Actual Kohei 7-28427 (JP, Y2)

Claims (4)

(57) [Claims] 1. An auxiliary braking force control means for applying or releasing an auxiliary braking force according to a signal from a brake operation detecting means and a signal from a vehicle speed detecting means, and a theoretical acceleration and an actual acceleration on an empty flat road of a vehicle. When
Of the vehicle load, which is the deviation of
When the value exceeds the value, a traveling load determination means for determining that the traveling load is large, and a clutch detection means for detecting the clutch engagement state are provided, and the auxiliary braking force control means is provided with a signal from the brake operation detection means. When it is determined that the vehicle speed is zero by the signal from the vehicle speed detecting means and the brake pedal is depressed, the auxiliary braking force starting means for starting the application of the auxiliary braking force and the state in which the auxiliary braking force is applied , when the traveling load by the traveling load determining means is determined to be large, the engine speed is increased by the accelerator pedal depression is, the rotational speed peak by the movement of the clutch in the contact state direction from the disconnection state position When the first condition is judged to have been met, the auxiliary braking force is released, and the running load determination means determines that the running load is small. If it is set, the auxiliary control is performed when a second condition is established in which the clutch detecting means determines that the contact state of the clutch moved from the disengaged position to the contact state reaches the predetermined connection state. A starting assistance device comprising: an auxiliary braking force releasing means for releasing power. 2. The clutch detecting means is configured to detect a clutch stroke to detect a clutch connection state, and the auxiliary braking force control means determines whether the clutch stroke reaches a predetermined half-clutch position. If the traveling load determining means determines that the traveling load is heavy, the first condition is satisfied and the half-clutch state determining means determines the clutch stroke by a predetermined value. The starting assist device according to claim 1, wherein the auxiliary braking force is released when it is determined that the half-clutch position has been reached. 3. The auxiliary braking force control means, an accelerator opening degree detecting means for detecting an accelerator opening degree, a shift stage detecting means for detecting a shift stage, the predetermined half-clutch position, and the running load determining means. When it is determined that the traveling load is large, the clutch learning means for learning according to the accelerator opening degree and the shift speed at the time when the engine speed reaches the rotation speed peak is provided. The starting assistance device according to claim 2, which is characterized in that. 4. The second in the auxiliary braking force control means.
The determination of the establishment of the condition, the process of determining by the clutch stroke has reached the desired release position selectable by a manual switch operation of a driver is added, the traveling load determination means, selected by該手dynamic switch
The desired disengaged position is
A process that determines that the traveling load is large when the vehicle is located in the contact direction.
4. The method according to claim 1, further comprising a logic.
Starting aid device.