JP5077269B2 - Vehicle shift control device - Google Patents

Description

  The present invention relates to a transmission control apparatus for a vehicle including a driving force source and a transmission such as an engine, and an automatic clutch provided in a driving force transmission path between the driving force source and the transmission.

  In a vehicle equipped with a driving force source such as an engine (internal combustion engine), the transmission between the engine and the driving wheel is a transmission that appropriately transmits the torque and rotation speed generated by the engine to the driving wheel according to the traveling state of the vehicle. There is known an automatic transmission that automatically sets an optimum transmission ratio.

  As an automatic transmission mounted on a vehicle, for example, a planetary gear type transmission that sets a gear stage using a clutch and brake and a planetary gear device, or a belt type continuously variable transmission that adjusts a gear ratio steplessly. Machine (CVT: Continuously Variable Transmission).

  As a transmission mounted on a vehicle, there is an automated manual transmission (hereinafter also referred to as AMT) that automatically performs a shift operation (gear stage switching) by an actuator (see, for example, Patent Documents 1 and 2). Specifically, for example, each gear pair is controlled by operating a synchromesh mechanism of a constantly meshing transmission having a plurality of gear pairs (input shaft side gear and output shaft side gear) with a shift actuator and a select actuator. A desired speed ratio is obtained by setting the power transmission state or the power non-transmission state. An automatic clutch is applied to such connection between the AMT and a driving force source such as an engine.

  The synchromesh mechanism of the constantly meshing transmission includes a sleeve and a synchronizer ring. The sleeve is connected to either the input shaft or the output shaft of the transmission, and is moved in the shift direction by the shift actuator. When the sleeve is moved from the neutral position to the shift gear position (gear gear position), the sleeve meshes with one of a plurality of gears supported in an idle state on either the input shaft or the output shaft, The gear is connected to the input shaft or the output shaft (gearing). As a result of this gear connection, one pair of gear pairs is in a power transmission state, and a gear stage corresponding to the gear pair can be obtained. When the sleeve is engaged with the gear (geared state), if the sleeve is moved in the opposite direction to that when shifting, the engagement between the sleeve and the gear is disengaged and the gear is idled and is in a neutral state. It becomes. The operation of pulling out the sleeve from this meshing state is referred to as shift-out (gear release).

  The synchronizer ring is configured such that the input shaft and the output shaft of the transmission are synchronized by a frictional force that increases as the sleeve moves. As a result, even if the input shaft and the output shaft of the transmission are not synchronized before the shift, they are synchronized with the movement of the sleeve during the shift, so that a smooth shift can be performed.

  The automatic clutch includes a friction type clutch and a clutch operating device that operates the clutch. The clutch operating device includes, for example, a release bearing, a release fork, and a hydraulic actuator that operates the release fork. By controlling the hydraulic pressure of the actuator, the clutch is disconnected or connected (engaged). Is configured to do automatically.

  In such AMT shift control, for example, (1) the automatic clutch is disengaged by the clutch actuator. (2) The current gear stage synchromesh mechanism is operated by a shift actuator to perform shift removal (gear removal). (3) The synchromesh mechanism of the gear stage to be shifted is selected by the select actuator. (4) The selected synchromesh mechanism is operated by a shift actuator to shift (gear).

  Patent Document 2 listed below describes a shift control device for a vehicle transmission that can improve shift response by driving a shift unit in accordance with a shift pattern associated with an accelerator opening. Has been. Patent Document 3 describes a control method and a control device for shortening the shift time by controlling the operation timing of the clutch between the engine and the transmission and the meshing clutch of the transmission. Patent Document 4 describes an automatic control method and apparatus for a transmission that adjusts the engine speed to open and close a clutch.

JP 2008-202684 A JP 2005-282596 A JP 2002-364745 A JP 2002-362196 A

  In a vehicle equipped with an AMT, as shown in FIG. 19, the shift-off operation of the transmission is started when the automatic clutch is disengaged during the shift control (when the clutch stroke reaches or exceeds the half-clutch position). (Hereinafter also referred to as conventional shift control). However, if the shift removal operation is started at such timing, the shift removal cannot be performed due to torsional vibration, and the shift stroke is stagnated. This will be described below.

  First, while the vehicle is running, the automatic clutch is in a connected state, and the engine driving torque is transmitted to the transmission. Next, when the automatic clutch is disengaged during the upshift, the torsion of the drive system parts, such as the drive shaft and torque tube, which have been twisted by the previous travel, is released, and the drive system (the input shaft system of the transmission) ) Torsional vibration occurs (see FIG. 17). When such a torsional vibration occurs, the meshing force between the input shaft side gear and the output side gear of the transmission becomes large, so that the shift removal (sleeve removal of the synchromesh mechanism) cannot be performed, and FIG. As shown, the shift stroke is stagnant. Since the shifting operation is continued even while the shift stroke is stagnant, an excessive extracting load is applied to the transmission.

  The present invention has been made in consideration of such a situation, and in a vehicle equipped with an AMT in which a shift operation and a shift operation are automatically performed by an actuator, the shift operation at the time of shifting is performed at an appropriate timing. It is an object of the present invention to provide a speed change control device that can be used.

The present invention relates to a driving force source (for example, an engine) that generates a driving force for traveling, a transmission in which a shifting operation and a shifting operation are automatically performed by an actuator, and the driving force source and the transmission. An actual stroke for detecting the clutch stroke of the automatic clutch is premised on a shift control device applied to a vehicle having an automatic clutch provided in a driving force transmission path therebetween. A detection means is provided. Then, based on the change amount (change amount per unit time) of the actual clutch stroke of the automatic clutch after the shift request is made, the time until the actual clutch stroke of the automatic clutch reaches the target position (specifically Calculates the time until the clutch stroke reaches the target clutch stroke position from the clutch engagement position), and shifts when the calculated time elapses (when the calculated time elapses from when the actual clutch stroke changes) By starting the pull-out operation, after a shift request is made, when the torque on the input shaft side of the transmission and the torque on the output shaft side of the transmission are first balanced, It is characterized by being configured to be in a state.

  According to the present invention, it is possible to perform shift removal at an appropriate timing during shifting. This point will be described with reference to FIG.

  First, when the automatic clutch is disengaged in response to a shift request (specifically, an upshift request), torsional vibration is generated in the input shaft system of the transmission as shown in FIG. In such torsional vibration, the force of vibration (that is, the meshing force between the input shaft side gear and the output shaft side gear of the transmission) is large between P1 and P2, between P2 and P3, and between P3 and P4. Can not do. However, the vibration force is maximum at the peak and the bottom, the vibration force decreases as it goes from the peak to the bottom or from the bottom to the peak, and the vibration force is at points P1, P2, P3, and P4 where the direction of torsion is reversed. Minimal. That is, at the points P1, P2, P3, and P4, the torque on the input shaft side of the transmission and the torque on the output shaft side of the transmission are in a balanced state. Therefore, the shift is performed at each point P1, P2, P3, and P4. It is possible to perform the removal.

  Focusing on this point, in the present invention, after the shift request is made, the start of the shift-out operation is controlled so that the shift is released at the first point P1. When the shift is removed at the point P1 in this way, both ends of the input shaft system of the transmission become free ends at that time and no torsional vibration is generated, so that stagnation of the shift stroke can be suppressed. . As a result, an excessive shift-out load is not applied to the transmission, and the load on the transmission can be reduced. In addition, since the time required for shifting out can be shortened, the shift time can be shortened.

  According to the present invention, in a vehicle equipped with an AMT that performs an shifting operation and an shifting operation with an actuator, shifting can be performed at an appropriate timing, thereby reducing the load on the transmission. be able to.

It is a schematic structure figure showing an example of a vehicle to which the present invention is applied. It is sectional drawing which shows the structure of an automatic clutch typically. It is a figure which writes together and shows the principal part longitudinal cross-sectional view of a synchromesh mechanism, and the schematic block diagram of the action | operation mechanism which act | operates a synchromesh mechanism. It is a principal part longitudinal cross-sectional view of a synchromesh mechanism. It is operation | movement explanatory drawing of a synchromesh mechanism. It is a top view which shows a part of schematic structure of the action | operation mechanism of FIG. It is a circuit block diagram of the hydraulic control circuit which controls the hydraulic pressure of a selection actuator, a shift actuator, and a clutch actuator. It is a figure which shows the steering wheel provided with the upshift switch and the downshift switch. It is a figure which shows the shift map used when the automatic shift mode is selected. It is a block diagram which shows the structure of control systems, such as ECU. It is a flowchart which shows an example of the shift removal control at the time of upshift. It is a timing chart which shows an example of the shift removal control at the time of upshift. It is a flowchart which shows the other example of the shift removal control at the time of upshift. It is a timing chart which shows the other example of shift removal control at the time of upshift. It is a flowchart which shows another example of the shift removal control at the time of upshift. It is a timing chart which shows another example of shift removal control at the time of upshift. It is a wave form diagram of torsional vibration. It is explanatory drawing of the mechanism which a torsional vibration generate | occur | produces. It is a timing chart which shows an example of the conventional transmission control.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  A vehicle to which the present invention is applied will be described with reference to FIG.

  The vehicle of this example is equipped with an engine 1, an automatic clutch 2, a transmission 3, a select actuator 301, a shift actuator 302, a hydraulic control circuit 400, an ECU (Electronic Control Unit) 100, and the like. The engine 1, the automatic clutch 2, the transmission 3, the select actuator 301, the shift actuator 302, the hydraulic control circuit 400, and each part of the ECU 100 will be described below.

-Engine-
A crankshaft 11 that is an output shaft of the engine 1 is connected to a flywheel 21 (FIG. 2) of the automatic clutch 2. The rotational speed of the crankshaft 11 (engine rotational speed) is detected by an engine rotational speed sensor 501.

  The amount of air taken into the engine 1 is adjusted by an electronically controlled throttle valve 12. The throttle valve 12 can electronically control the throttle opening independently of the driver's accelerator pedal operation, and the opening (throttle opening) is detected by a throttle opening sensor 502.

  The throttle opening of the throttle valve 12 is driven and controlled by the ECU 100. More specifically, an optimal intake air amount (target intake air) corresponding to the engine speed detected by the engine speed sensor 501 and the operating state of the engine 1 such as the accelerator pedal depression amount (accelerator opening) of the driver. The throttle opening degree of the throttle valve 12 is controlled so as to obtain an amount. More specifically, the actual throttle opening of the throttle valve 12 is detected using the throttle opening sensor 502, and the actual throttle opening coincides with the throttle opening (target throttle opening) at which the target intake air amount can be obtained. Thus, the throttle motor 13 of the throttle valve 12 is feedback-controlled.

-Automatic clutch-
A specific configuration of the automatic clutch 2 will be described with reference to FIG.

  The automatic clutch 2 in this example includes a dry single-plate friction clutch 20 (hereinafter simply referred to as “clutch 20”) and a clutch operating device 200.

  The clutch 20 includes a flywheel 21, a clutch disk 22, a pressure plate 23, a diaphragm spring 24, a clutch cover 25, and the like.

  The flywheel 21 is attached to the crankshaft 11. A clutch cover 25 is attached to the flywheel 21 so as to be integrally rotatable. The clutch disk 22 is fixed to the input shaft 31 of the transmission 3 by spline fitting. The clutch disk 22 is disposed opposite to the flywheel 21.

  The pressure plate 23 is disposed between the clutch disk 22 and the clutch cover 25. The pressure plate 23 is pressed against the flywheel 21 by the outer peripheral portion of the diaphragm spring 24. By the pressing of the pressure plate 23, frictional forces are generated between the clutch disk 22 and the pressure plate 23 and between the flywheel 21 and the clutch disk 22, respectively. Due to these frictional forces, the clutch 20 is connected (engaged), and the flywheel 21, the clutch disk 22, and the pressure plate 23 rotate together.

  In this way, when the clutch 20 is in the engaged state, the driving force is transmitted from the engine 1 to the transmission 3. The torque transmitted from the engine 1 to the transmission 3 via the clutch 20 in accordance with the transmission of the driving force is called “clutch torque”. This clutch torque is substantially “0” when the clutch 20 is disengaged, and increases as the clutch 20 is gradually connected and the slip of the clutch disk 22 decreases, and finally the clutch 20 is completely connected. In this state, it matches the rotational torque of the crankshaft 11.

  The clutch operating device 200 includes a release bearing 201, a release fork 202, a hydraulic clutch actuator 203, and the like. The pressure plate 23 and the flywheel 21 are displaced by axially displacing the pressure plate 23 of the clutch 20. The clutch disk 22 is set to be in a state where the clutch disk 22 is strongly sandwiched between the two.

  The release bearing 201 is fitted to the input shaft 31 of the transmission 3 so as to be axially displaceable, and is in contact with the center portion of the diaphragm spring 24.

  The release fork 202 is a member that moves the release bearing 201 toward the flywheel 21 side. The clutch actuator 203 includes a cylinder having an oil chamber 203a and a piston rod 203b, and the release fork 202 rotates about the fulcrum 202a by moving the piston rod 203b forward and backward (forward and backward) by hydraulic pressure.

  The operation of the clutch actuator 203 is controlled by the hydraulic control circuit 400 and the ECU 100. Specifically, when the clutch actuator 203 is driven and the piston rod 203b moves forward from the state shown in FIG. 2 (clutch engaged state), the release fork 202 is rotated (rotated clockwise in FIG. 2), Accordingly, the release bearing 201 moves toward the flywheel 21 side. By moving the release bearing 201 in this manner, the central portion of the diaphragm spring 24, that is, the portion of the diaphragm spring 24 that contacts the release bearing 201 moves toward the flywheel 21 (the diaphragm spring 24 is reversed). As a result, the pressing force of the pressure plate 23 by the diaphragm spring 24 is weakened, and the frictional force is reduced. As a result, the clutch 20 is disengaged (released).

  On the other hand, when the piston rod 203b of the clutch actuator 203 moves backward from the clutch disengaged state, the pressure plate 23 is pressed toward the flywheel 21 by the elastic force of the diaphragm spring 24. By pressing the pressure plate 23, frictional forces are generated between the clutch disk 22 and the pressure plate 23, and between the flywheel 21 and the clutch disk 22, and the clutch 20 is connected (engaged) by these frictional forces. ).

-Transmission-
Next, the transmission 3 will be described with reference to FIG.

  The transmission 3 has the same configuration as that of a general manual transmission such as a parallel gear transmission having six forward speeds and one reverse speed.

  The transmission 3 in this example is a constantly meshing stepped transmission including a synchromesh mechanism 300, and includes an input shaft 31 and an output shaft 32, and a reduction ratio provided on the input shaft 31 and the output shaft 32. . 316 with different gear sets, and one of the gear pairs 311, 312,. Is set. FIG. 1 schematically shows only three gear pairs 311 (gears 311a and 311b), a gear pair 312 (gears 312a and 312b), and a gear pair 316 (316a and 316b).

  One (input shaft side) gears 311a, 312a,... 316a constituting the gear pair 311, 312,... 316 are supported so as to rotate or idly rotate integrally with the input shaft 31 of the transmission 3. The gears 311b, 312b,... 316b on the (output shaft side) are supported by the output shaft 32 so as to rotate or idle. In this example, the input shaft side gears 311a, 312a,... 316a are supported so as to rotate integrally with the input shaft 31, and the output shaft side gears 311b, 312b,. It is supported to idle.

  The gears 311a, 312a,... 316a of these gear pairs 311, 312,... 316 and the gears 311b, 312b,. One of the gear pairs, for example, the gear 312b on the output shaft side of the gear pair 312 is connected to the output shaft 32 by a synchromesh mechanism 300, which will be described later, so that the gear pair 312 is in a power transmission state and corresponds to the gear pair. Gear stage (for example, the second speed (2nd)) can be obtained. Further, by connecting the gear 316a on the input shaft side of the gear pair 316 to the output shaft 32 by the synchromesh mechanism, the gear pair 316 enters a power transmission state, and the gear stage corresponding to the gear pair (for example, the sixth speed (6th) ) Can be obtained. Although not shown, for example, the reverse gear pair is provided on the input shaft 31 of the transmission 3, and the reverse gear stage can be set by meshing the reverse gear pair with the idle gear provided on the counter shaft. It is like that.

  The input shaft 31 of the transmission 3 is connected to the clutch disk 22 of the clutch 20 described above (see FIG. 2). Further, as shown in FIG. 1, the rotation of the output shaft 32 of the transmission 3 is transmitted to the drive wheels 7 through the differential gear 5 and the axle 6.

  The rotational speed of the input shaft 31 of the transmission 3 (the output shaft-side rotational speed of the clutch 20) is detected by an input shaft rotational speed sensor 503. Further, the rotational speed of the output shaft 32 of the transmission 3 is detected by an output shaft rotational speed sensor 504. Based on the rotation speed ratio (output rotation speed / input rotation speed) obtained from the output signals of the input shaft rotation speed sensor 503 and the output shaft rotation speed sensor 504, the current gear stage of the transmission 3 can be determined. it can. Further, the vehicle speed can be calculated from the output signal of the output shaft rotational speed sensor 504. Output signals of the input shaft rotational speed sensor 503 and the output shaft rotational speed sensor 504 are input to the ECU 100.

  Here, in this example, although not illustrated, a torque tube is provided in the input shaft system between the automatic clutch 2 and the input shaft 31 of the transmission 3. Note that the present invention can also be applied to a vehicle that does not include such a torque tube.

-Synchromesh mechanism-
Next, the synchromesh mechanism 300 of the transmission 3 will be described with reference to FIGS. 3 and 4. 3 and 4 show only the synchromesh mechanism 300 of the gear pair 311 and the gear pair 312 of the transmission 3, but the synchromesh mechanisms of other gear pairs have basically the same configuration. Detailed description thereof is omitted.

  The synchromesh mechanism 300 of this example includes a sleeve 320 that is engaged with a shift fork 610 of an operating mechanism 600 described later, a synchronizer ring (SNR) 330, a shifting key 340, a clutch hub 350, and the like.

  The clutch hub 350 is fitted to the output shaft 32 of the transmission 3 by an inner peripheral spline (not shown), and rotates integrally with the output shaft 32. An inner peripheral spline 321 is formed on the sleeve 320 and is fitted to the outer periphery of the clutch hub 350 by the inner peripheral spline 321 (not shown). The sleeve 320 is moved in the shift direction (X direction or Y direction) by the shift actuator 302.

  The synchronizer ring 330 is a cone-shaped member. When the synchronizer ring 330 is pressed in the X direction by the sleeve 320, for example, the cone surface 331 of the synchronizer ring 330 is idled at a rotational speed synchronized with the input shaft 31 on the output shaft 32. It contacts the cone surface 312c of the gear 312b. On the outer periphery of the synchronizer ring 330, an outer peripheral spline 332 having outer teeth 333 that mesh with the inner teeth 322 of the inner peripheral spline 321 of the sleeve 320 is formed. The shifting key 340 is spline-fitted to the inner peripheral surface of the sleeve 320, and, for example, presses the end surface 330a of the synchronizer ring 330 in the X direction at the beginning of movement in the X direction.

  The operation of the above synchromesh mechanism 300 will be described with reference to FIGS.

  When the transmission 3 is in the neutral state, the sleeve 320 is held at the neutral position shown in FIGS. 3 and 5A. From this state, for example, when the gear pair 312 shown in FIG. 1 is in a power transmission state, the sleeve 320 is moved in the X direction of FIG. As the sleeve 320 moves, the shifting key 340 also moves in the X direction to press the end surface 330a of the synchronizer ring 330. Here, the shifting key 340 is positioned so as to rotate at a position close to one side of the groove of the outer peripheral spline 332 of the synchronizer ring 330 (the groove between the external teeth 333). Therefore, as shown in FIG. 5B, the chamfer surface (tapered surface) 322a of the inner teeth 322 of the sleeve 320 and the chamfer surface (tapered surface) 333a of the outer teeth 333 of the synchronizer ring 330 are always shifted in phase. The phase is regulated to face each other.

  As a result, the sleeve 320 can move further in the X direction, and the chamfer surface 322a of the sleeve 320 presses the chamfer surface 333a of the synchronizer ring 330 as shown in FIG. A large frictional force is generated between 331 and the cone surface 312c of the gear 312b. Further, when the inner teeth 322 of the spline 321 of the sleeve 320 enter the groove of the outer peripheral spline 332 of the synchronizer ring 330 (the groove between the outer teeth 333), the sleeve 320 directly presses the synchronizer ring 330 in the X direction to cause the gear 312b. Is synchronized with the rotation of the synchronizer ring 330.

  When the synchronization is completed, the synchronizer ring 330 is idled, and when the sleeve 320 further moves in the X direction and the end surface 320a of the sleeve 320 abuts against the stopper 360 (the state shown in FIG. 4), FIG. ), The inner teeth 322 of the inner circumferential spline 321 of the sleeve 320 enter between the outer teeth 312d of the gear 312b (the inner teeth 322 of the inner circumferential spline 321 mesh with the outer teeth 312d of the gear 312b). As a result, the gear 312b and the output shaft 32 are connected, the gear pair 312 (FIG. 1) is in a power transmission state, and the shift (gearing) is completed.

  Next, when returning from the state (gear engagement state) shown in FIGS. 4 and 5D to the neutral state, the sleeve 320 is moved in the Y direction in FIGS. 4 and 5D by the shift actuator 302. During the movement of the sleeve 320, the inner teeth 322 of the inner peripheral spline 321 of the sleeve 320 and the outer teeth 312d of the gear 312b are disengaged, and the inner peripheral spline 321 of the sleeve 320 is completely disengaged from the outer peripheral spline 332 of the gear 312b. At this point, the gear 312b is idled, and when the sleeve 320 is moved to the position shown in FIGS. 3 and 5A, the transition to the neutral state is completed.

  When the gear pair 311 (FIG. 1) is in a power transmission state, the sleeve 320 is moved in the Y direction in FIG. 3, and the cone surface 371 of the synchronizer ring 370 is moved to the gear 311b as in the case of the gear pair 312 described above. The rotation speed of the gear 311b and the rotation speed of the output shaft 32 are synchronized with each other, and the inner teeth 322 of the inner peripheral spline 321 of the sleeve 320 and the outer teeth 311d of the gear 311b are meshed with each other. The output shaft 32 is connected. As a result, the gear pair 311 (FIG. 1) is in a power transmission state, and the shift (gearing) is completed.

  The synchromesh mechanism 300 described above is operated by an operating mechanism using the select actuator 301 and the shift actuator 302. The operation mechanism will be described with reference to FIGS.

  The actuating mechanism 600 in this example includes a shift fork 610, a shift fork shaft 620, a movable rod 630, a shift and select shaft 640 that are engaged with the sleeve 320 of the synchromesh mechanism 300, and the select actuator 301 and the shift actuator 302 described above. Etc.

  The shift fork shaft 620 is a member extending along the shift direction, and the shift fork 610 described above is provided at one end (the end portion on the sleeve 320 side of the synchromesh mechanism 300). A head 621 is provided at the other end of the shift fork shaft 620. The head 621 is formed with an engaging groove 621a for lever engagement extending along the select direction.

  The movable rod 630 is a member that extends in a direction orthogonal to the shift fork shaft 620, that is, in the select direction. The movable rod 630 is connected to a piston rod 301c (see FIG. 7) of the select actuator 301, and the select rod 301 moves the movable rod 630 in the select direction. A lever 631 is integrally provided at the tip of the movable rod 630 (the end opposite to the select actuator 301). The lever 631 can be inserted into an engagement groove 621 a provided in the head 621 of the shift fork shaft 620.

  The shift and select shaft 640 is a member extending along the shift direction, and one end thereof is connected to the movable rod 630. The other end of the shift and select shaft 640 is connected to a piston rod 302c (see FIG. 7) of the shift actuator 302.

  Here, in this example, as shown in FIG. 6, a number (three) of shift fork shafts 620 corresponding to the synchromesh mechanism are arranged in parallel, and a head 621 is disposed at the end of each shift fork shaft 620. Is provided.

  In the operating mechanism 600 of this example, the movable rod 630 is moved in the select direction by the select actuator 301, whereby the lever 631 at the tip of the movable rod 630 is moved to any one of the three shift fork shafts 620. The two heads 621 can be selectively disposed in the engagement groove 621a.

  For example, as shown in FIG. 6, the shift actuator 302 shifts the lever 631 of the movable rod 630 in the engagement groove 621 a of the head 621 of the shift fork shaft 620 farthest from the select actuator 301. When the AND / SELECT shaft 640 is moved (advanced or retracted), the lever 631 and the head 621 are first engaged. From this point, the shift fork shaft 620 and the shift fork 610 are moved as the shift & SELECT shaft 640 is moved. To do. As a result, the sleeve 320 of the synchromesh mechanism 300 moves in the shift direction. That is, by driving the shift actuator 302, the sleeve 320 of the synchromesh mechanism 300 can be moved to the above-described neutral position or shift position (gear position). Also, when another shift fork shaft 620 is selected by driving the select actuator 301, similarly, the sleeve of another synchromesh mechanism can be moved in the shift direction by driving the shift actuator 302.

  Each drive of the select actuator 301 and the shift actuator 302 is controlled by the hydraulic control circuit 400 and the ECU 100.

  In the operation mechanism 600 of this example, the synchromesh mechanism that is operated by the select actuator 301 is selected. However, one shift actuator may be provided for one synchromesh mechanism (shift fork). In this case, the select actuator can be omitted.

-Hydraulic control circuit-
Next, the hydraulic control circuit 400 will be described with reference to FIG.

  The hydraulic control circuit 400 in this example includes a reservoir 401, an oil pump 402, a check valve 403, an accumulator 404, a master solenoid valve 405, a select solenoid valve 406, a shift solenoid valve 407, a clutch solenoid valve 408, an oil filter 410, and the like. , And is configured to control hydraulic oil supplied to a select actuator (hydraulic cylinder) 301, a shift actuator (hydraulic cylinder) 302, and a clutch actuator (hydraulic cylinder) 203. As the oil pump 402, a mechanical oil pump or an electric oil pump driven by the operation of the engine is used.

  A hydraulic oil supply path 411 and a hydraulic oil recirculation path 412 are connected to the reservoir 401, and an oil filter 410 is disposed at a communication site between the reservoir 401 and the hydraulic oil recirculation path 412.

  The hydraulic oil supply path 411 branches in two directions, the first branch oil path 411A is connected to the master solenoid valve 405, and the second branch oil path 411B is connected to the clutch solenoid valve 408.

  The hydraulic oil return path 412 branches in two directions, and the second branch oil path 412B of the branched oil paths is connected to the clutch solenoid valve 408. The first branch oil passage 412A of the hydraulic oil return passage 412 further branches in two directions, and one branch oil passage 412a is connected to the master solenoid valve 405. The other branch oil passage 412b of the first branch oil passage 412A further branches in two directions, and one branch oil passage 412c is connected to the select solenoid valve 406. The other branch oil passage 412d is connected to a shift solenoid valve 407.

  The master solenoid valve 405 includes (1) a position where the first branch oil passage 411A of the hydraulic oil supply passage 411 is connected to a communication oil passage 413 described later, and (2) a branch oil passage 412a of the hydraulic oil recirculation passage 412. 413, or (3) any one of the oil passage blocking positions for blocking the first branch oil passage 411A of the hydraulic oil supply passage 411 and the branch oil passage 412a of the hydraulic oil return passage 412. This is a switching valve that is selectively switched.

  A communication oil passage 413 is connected to the master solenoid valve 405. The communication oil passage 413 branches in three directions, and the first branch oil passage 413 a is connected to the select solenoid valve 406, and the second branch oil passage 413 b is connected to the shift solenoid valve 407. The third branch oil passage 413 c of the communication oil passage 413 further branches in two directions, and one branch oil passage 413 d communicates with the first oil chamber 301 a of the select actuator 301. The other branch oil passage 413e of the third branch oil passage 413c communicates with the first oil chamber 302a of the shift actuator 302.

  The select solenoid valve 406 is connected to a communication oil passage 414 that communicates with the second oil chamber 101 b of the select actuator 301. The select solenoid valve 406 includes (1) a position where the first branch oil passage 413a of the communication oil passage 413 is connected to the communication oil passage 414, and (2) a third branch oil passage 412c of the hydraulic oil recirculation passage 412. Or (3) any one of the oil passage cutoff positions for shutting off the first branch oil passage 413a of the communication oil passage 413 and the third branch oil passage 412c of the hydraulic oil return passage 412 This is a switching valve that is selectively switched.

  The shift solenoid valve 407 is connected to a communication oil passage 415 that communicates with the second oil chamber 102 b of the shift actuator 302. The shift solenoid valve 407 is (1) a position where the second branch oil passage 413b of the communication oil passage 413 is connected to the communication oil passage 415, and (2) a branch oil passage 412d of the hydraulic oil return passage 412 is connected to the communication oil passage 415. Or (3) a switching valve that selectively switches to any one of the oil passage blocking positions that block the second branch oil passage 413b and the branch oil passage 412d.

  The clutch solenoid valve 408 is connected to the second branch oil passage 411B of the hydraulic oil supply passage 411 and the second branch oil passage 412B of the hydraulic oil return passage 412. The clutch solenoid valve 408 is connected to a communication oil passage 416 that communicates with the oil chamber 203 a of the clutch actuator 203. The clutch solenoid valve 408 includes (1) a position where the second branch oil passage 411B of the hydraulic oil supply passage 411 is connected to the communication oil passage 416, and (2) a second branch oil passage 412B of the hydraulic oil recirculation passage 412. 416, and (3) one of the oil passage blocking positions for blocking the second branch oil passage 411B of the hydraulic oil supply passage 411 and the second branch oil passage 412B of the hydraulic oil return passage 412. This is a switching valve that is selectively switched.

  The above switching operation of the master solenoid valve 405, the select solenoid valve 406, the shift solenoid valve 407, and the clutch solenoid valve 408 is controlled by the ECU 100 (FIG. 1).

  In the hydraulic control circuit 400 described above, when the hydraulic pressure is secured in the accumulator 404, the master solenoid valve 405 is switched and the hydraulic oil supply path 411A is connected to the communication oil path 413 (stored in the reservoir 401 by the oil pump 402). When the select solenoid valve 406 is switched in a state where the hydraulic oil is supplied to the communication oil passage 413, the piston rod 301c of the select actuator 301 moves forward or backward in the select direction. Thereby, the selection operation of the synchromesh mechanism 300 of the transmission 3 is performed. The movement amount (select stroke) of the piston rod 301 c of the select actuator 301 is detected by a select stroke sensor 508.

  When the shift solenoid valve 407 is switched, the piston rod 302c of the shift actuator 302 moves forward or backward in the shift direction. As a result, the shift operation of the synchromesh mechanism 300 of the transmission 3 is performed. The shift amount (select stroke) of the piston rod 301c of the shift actuator 302 is detected by a shift stroke sensor 509. Output signals of the shift stroke sensor 509 and the select stroke sensor 508 are input to the ECU 100.

  On the other hand, when the clutch solenoid valve 408 is switched and the second branch oil passage 411B of the hydraulic oil supply passage 411 is connected to the communication oil passage 416, the piston rod 203b of the clutch actuator 203 moves forward and the automatic clutch 2 is connected ( The state is released from the state shown in FIG. 2 and the clutch is disengaged (clutch disengaged). Further, when the clutch solenoid valve 408 is switched from the clutch disengaged state and the second branch oil passage 412B of the hydraulic oil recirculation passage 412 is connected to the communication oil passage 416, the hydraulic oil in the oil chamber 203a of the clutch actuator 203 is released and automatically. The clutch 2 returns to the connected state (the state shown in FIG. 2). A movement amount (clutch stroke) of the piston rod 203b of the clutch actuator 203 is detected by a clutch stroke sensor 510. An output signal of the clutch stroke sensor 510 is input to the ECU 100.

-Shift switch-
In this example, the shift of the transmission 3 is performed by the driver operating the upshift switch 511 and the downshift switch 512 shown in FIG. The upshift switch 511 and the downshift switch 512 are provided on the steering wheel 700. Each operation signal of the upshift switch 511 and the downshift switch 512 is input to the ECU 100.

  The upshift switch 511 and the downshift switch 512 are, for example, paddle switches (morphological switches (automatic return type switches)), and each time the upshift switch 511 is operated once, the gear stage of the transmission 3 is set to 1. Step by step (for example, 1st → 2nd → 3rd →... → 6th). On the other hand, every time the downshift switch 512 is operated once, the gear stage of the transmission 3 is lowered by one stage (for example, 6th → 5th → 4th → ·· → 1st).

  In this example, in addition to the shift switches 511 and 512, an automatic transmission mode switch (not shown) for selecting the automatic transmission mode is provided on the steering wheel 700 or the instrument panel.

  When the automatic transmission mode switch is selected by operating the automatic transmission mode switch, the ECU 100 automatically refers to the map shown in FIG. 9 based on the traveling state of the vehicle, for example, the vehicle speed and the accelerator opening, and automatically sets the gear stage of the transmission 3. Is set automatically.

  For example, if the vehicle running state changes due to depression of the accelerator pedal and crosses the upshift shift line (solid line) in FIG. 9 (change indicated by the arrow in FIG. 9), it is determined that there is an upshift request. An upshift of the transmission 3 is performed. The vehicle speed can be calculated from the output signal of the output shaft speed sensor 504. Further, in the map of FIG. 9, only one upshift transmission line (solid line) and downshift transmission line (broken line) are shown, but in actuality, the gear stage of the transmission 3 (6 forward speed) is shown. Correspondingly, a plurality of upshift shift lines and downshift shift lines are set.

  In this example, in addition to the shift switches 511 and 512, although not shown, a reverse switch for selecting reverse (reverse) is provided. The reverse switch is provided on, for example, an instrument panel or a console panel. In addition to such a reverse switch, a neutral switch for selecting “neutral” may be provided as necessary, or “neutral” is set when the upshift switch 511 and the downshift switch 512 are operated simultaneously. It may be set.

-ECU-
As shown in FIG. 10, the ECU 100 includes a CPU 101, a ROM 102, a RAM 103, a backup RAM 104, a timer 110, and the like.

  The ROM 102 stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU 101 executes arithmetic processing based on various control programs and maps stored in the ROM 102. The RAM 103 is a memory that temporarily stores calculation results of the CPU 101, data input from each sensor, and the like. The backup RAM 104 is a non-volatile memory that stores data to be saved when the engine 1 is stopped. is there. The timer 110 measures a control time when various controls of the engine 1 are executed.

  The CPU 101, ROM 102, RAM 103, backup RAM 104, and timer 110 are connected to each other via a bus 107, and are connected to an input interface 105 and an output interface 106.

  The input interface 105 of the ECU 100 includes an engine speed sensor 501, a throttle opening sensor 502, an input shaft speed sensor 503, an output shaft speed sensor 504, and an accelerator opening that detects an accelerator pedal depression dormitory (accelerator opening). Sensor 505, water temperature sensor 506 for detecting engine water temperature (cooling water temperature), brake pedal sensor 507, select stroke sensor 508, shift stroke sensor 509, clutch stroke sensor 510, upshift switch 511, downshift switch 512, and the like are connected. The signals from these sensors are input to the ECU 100.

  The output interface 106 of the ECU 100 is connected to a throttle motor 13 that opens and closes the throttle valve 12, a fuel injection device 14, an ignition device 15, a hydraulic control circuit 400, and the like.

  The ECU 100 executes various controls of the engine 1 including the opening control of the throttle valve 12 of the engine 1 based on the output signals of the various sensors described above. The ECU 100 also supplies a control signal (hydraulic command value) to the hydraulic control circuit 400 to connect or disconnect the clutch 20 based on the output signals of the various sensors described above when the transmission 3 is shifted. Control and shift control for switching the gear stage of the transmission 3 by supplying a control signal (hydraulic command value) to the hydraulic control circuit 400 are executed. Further, the ECU 100 executes the following “shift removal control during upshift”.

  The vehicle speed change control device of the present invention is realized by the program executed by the ECU 100 described above.

-Shift-off control during upshifts-
First, a mechanism that causes torsional vibration in the input shaft system of the transmission during upshifting will be described with reference to FIG. The model in FIG. 18 shows an example in which a torque tube is provided in the input system between the automatic clutch and the input shaft of the transmission.

  As shown in FIG. 18A, when the automatic clutch is in the engaged state, the engine output shaft rotational speed and the transmission input shaft rotational speed are the same. Next, when the automatic clutch is disengaged in order to perform the upshift (clutch disengagement), the torsion of the drive system parts such as the torque tube that has been twisted by the traveling so far is released, and FIG. As shown, the input shaft system of the transmission is twisted in the opposite direction. Furthermore, as shown in FIG. 18C, the input shaft system of the transmission is twisted in the direction opposite to that shown in FIG.

  Thus, the torsional vibration is generated when the torsion of the input shaft system is released by the disengagement of the clutch when the upshift is performed, and the torsion of the torsion is alternately repeated. When such a torsional vibration occurs, the meshing force between the input shaft side gear and the output shaft side gear of the transmission becomes large as described above, and the shift release (sleeve release of the synchromesh mechanism) is performed. The shift stroke is stagnant because of failure (see FIG. 19). Since the shift-out operation is continued even while the shift stroke is stagnant, an excessive extraction load is applied to the transmission. Further, when the shift-out operation is stagnated, the torque cutoff time (clutch disconnection time) becomes longer and the time required for shifting increases.

  In order to eliminate such a point, in this example, after a shift-up shift request is made, when the torque on the input shaft side of the transmission 3 and the torque on the output shaft side of the transmission 3 are first balanced, The stagnation of the shift stroke is eliminated by controlling the shifting operation so that the transmission 3 is in the shifting state. The specific control (shift-out control) will be described.

[Shift control (1)]-
An example of shift-off control during upshifting will be described with reference to the flowchart of FIG. 11 and the timing chart of FIG. The control routine of FIG. 11 is repeatedly executed at predetermined intervals (for example, about several milliseconds to several tens of milliseconds) in the ECU 100.

  First, in step ST101, it is determined whether or not there is an upshift request by operating the upshift switch 511. If the determination result in step ST101 is affirmative, the timer 110 starts measuring the elapsed time Ta from the upshift request t1 (FIG. 12) and proceeds to step ST102. When the automatic shift mode is selected, the upshift shift is performed when the vehicle running state changes due to the depression of the accelerator pedal and crosses the upshift shift line (solid line) of the shift map shown in FIG. It is determined that there is a request, and similarly, the measurement of the elapsed time Ta is started and the process proceeds to step ST102. If the determination result in step ST101 is negative, the process returns.

  In step ST102, the disconnection of the automatic clutch 2 is started (clutch disconnection start). Specifically, as shown in FIG. 12, ECU 100 outputs a required clutch stroke to hydraulic control circuit 400, and hydraulic control circuit 400 controls the operation of clutch actuator 203 in accordance with the required clutch stroke. The actual clutch stroke (solid line) has a response delay with respect to the required clutch stroke (broken line).

  In step ST103, it is determined whether or not the target time Tt (FIG. 12) has passed since the time when the upshift request was made (timing t1 in FIG. 12), and the determination result is affirmative (elapsed). When the time Ta reaches the target time Tt), the shift-out operation is started (step ST104). Then, after the shifting is completed, shifting of the gear stage to be shifted is performed. The target time Tt will be described later.

  Here, in this example, as shown in FIG. 12, at the timing t2 before the time point tn when the automatic clutch 2 is in the disengaged state (the time point when the actual clutch stroke is equal to or greater than the half clutch position), the hydraulic pressure control circuit 400 By issuing the shift request and starting the shift operation, the force (for example, FIGS. 4 and 5D) is applied to the sleeve 320 of the synchromesh mechanism 300 before the automatic clutch 2 enters the clutch disengaged state. Y direction) shown in FIG.

  In this way, after an upshift request is made, when the torque on the input shaft side of the transmission 3 and the torque on the output shaft side of the transmission 3 are first balanced, that is, as shown in FIG. When the force of the torsional vibration is the smallest at the point P1, the sleeve 320 of the synchromesh mechanism 300 comes out naturally (for example, the engagement between the inner teeth 322 of the sleeve 320 and the outer teeth 312d of the gear 312b is released naturally). ). Then, when the shift is removed at the point P1 in FIG. 17 and both ends of the input shaft system of the transmission 3 become free ends, the torsional vibration does not occur, so the stagnation of the shift stroke as shown in FIG. 19 is eliminated. Therefore, the shift can be smoothly removed at an appropriate timing. As a result, an excessive shift-out load is not applied to the transmission 3, and the load on the transmission 3 can be reduced. In addition, since the time required for shifting out can be shortened, the shift time can be shortened.

  Note that if a shift-off force is applied to the sleeve 320 of the synchromesh 300 before the automatic clutch 2 is disconnected, an extra load is applied to the transmission 3, but the period Ti (t2 to t3 in FIG. 12) is shown in FIG. Since the shift stroke stagnation period shown in FIG. 19 can be made sufficiently short, the burden on the transmission 3 is made sufficiently smaller than conventional shift control (control that starts the shift-out operation when the clutch is disengaged). be able to.

  In the above-described shift-out control, the target time Tt used in the determination process in step ST103 is not limited even if the variation is maximized in view of variations in response of shift control or variations due to machine differences. At the time when the extraction point P1 is reached, a suitable value is set in advance by experiments and calculations so that the shift extraction force always acts on the sleeve 320 of the synchromesh mechanism 300. In addition, since the time from when the upshift request is made until the shift removal point P1 is reached differs for each gear stage (1st to 6th) of the transmission 3, the target time Tt is adapted to each gear stage. A value is set and stored in the ROM 102 of the ECU 100 or the like. However, since the transmission 3 is burdened when the period Ti (FIG. 12) during which the shift-out load is applied before the shift-out point P1 is increased, the period is preferably as short as possible.

[Shift control (2)]
Another example of shift-off control at the time of upshifting will be described with reference to the flowchart of FIG. 13 and the timing chart of FIG. The control routine of FIG. 13 is repeatedly executed at predetermined intervals (for example, about several milliseconds to several tens of milliseconds) in the ECU 100.

  First, in step ST201, it is determined whether there is an upshift request by operating the upshift switch 511. If the determination result is affirmative, the process proceeds to step ST202. When the automatic shift mode is selected, the upshift shift is performed when the vehicle running state changes due to the depression of the accelerator pedal and crosses the upshift shift line (solid line) of the shift map shown in FIG. It is determined that there is a request, and the process proceeds to step ST202. If the determination result in step ST201 is negative, the process returns.

  In step ST202, the disconnection of the automatic clutch 2 is started (clutch disconnection start). Specifically, as shown in FIG. 14, ECU 100 outputs a required clutch stroke to hydraulic control circuit 400, and hydraulic control circuit 400 controls the operation of clutch actuator 203 in accordance with the required clutch stroke. The actual clutch stroke (solid line) has a response delay with respect to the required clutch stroke (broken line).

  In step ST203, it is determined whether or not the actual clutch stroke obtained from the output signal of the clutch stroke sensor 510 has reached the target clutch stroke position STt (FIG. 14), and the shift is performed when the determination result is affirmative. The extraction operation is started (step ST204). Then, after the shifting is completed, shifting of the gear stage to be shifted is performed. The target clutch stroke position STt will be described later.

  Also in this example, as shown in FIG. 14, a shift request is made to the hydraulic control circuit 400 at a timing t2 before the time point tn when the automatic clutch 2 is in a disengaged state (time point when the actual clutch stroke is equal to or greater than the half clutch position). Before the automatic clutch 2 enters the clutch disengaged state, the shift direction (for example, the Y direction shown in FIGS. 4 and 5D) is applied to the sleeve 320 of the synchromesh mechanism 300 before the automatic clutch 2 enters the clutch disengaged state. ).

  In this way, after an upshift request is made, when the torque on the input shaft side of the transmission 3 and the torque on the output shaft side of the transmission 3 are first balanced, that is, as shown in FIG. When the force of the torsional vibration is the smallest at the point P1, the sleeve 320 of the synchromesh mechanism 300 comes out naturally (for example, the engagement between the inner teeth 322 of the sleeve 320 and the outer teeth 312d of the gear 312b is released naturally). ). Then, when the shift is removed at the point P1 in FIG. 17 and both ends of the input shaft system of the transmission 3 become free ends, the torsional vibration does not occur, so the stagnation of the shift stroke as shown in FIG. 19 is eliminated. Therefore, the shift can be smoothly removed at an appropriate timing. As a result, an excessive shift-out load is not applied to the transmission 3, and the load on the transmission 3 can be reduced. In addition, since the time required for shifting out can be shortened, the shift time can be shortened.

  In the shift-off control of this example, the target clutch stroke position STt used for the determination process in step ST203 is a position closer to the clutch engagement position STc with respect to the clutch disengagement position STo of the automatic clutch 2, as shown in FIG. Is set. This target clutch stroke position STt is always shifted when the shift-off point P1 is reached even in a situation where these variations are maximized in consideration of variations in response of shift control and variations due to machine differences. A value adapted in advance through experiments and calculations is set so that the pulling force acts on the sleeve 320 of the synchromesh mechanism 300. Further, since the time until the automatic clutch 2 reaches the shift-off point P1 from the time when the upshift gear shift is requested from the connected state position differs for each gear stage (1st to 6th) of the transmission 3, the target clutch stroke The position STt is set to a value suitable for each gear and stored in the ROM 102 of the ECU 100 or the like. However, since the transmission 3 is burdened when the period Ti (FIG. 14) during which the shift-out load is applied before the shift-out point P1 is increased, the period is preferably as short as possible.

[Shift control (3)]
Another example of shift-off control during upshifting will be described with reference to the flowchart of FIG. 15 and the timing chart of FIG. The control routine of FIG. 15 is repeatedly executed in the ECU 100 at predetermined intervals (for example, about several milliseconds to several tens of milliseconds).

  First, in step ST301, it is determined whether there is an upshift request by operating the upshift switch 511. If the determination result is affirmative, the process proceeds to step ST302. When the automatic shift mode is selected, the upshift shift is performed when the vehicle running state changes due to the depression of the accelerator pedal and crosses the upshift shift line (solid line) of the shift map shown in FIG. It is determined that there is a request, and the process proceeds to step ST302. If the determination result in step ST301 is negative, the process returns.

  In step ST302, the automatic clutch 2 starts to be disconnected (clutch disengagement start). Specifically, as shown in FIG. 16, ECU 100 outputs a required clutch stroke to hydraulic control circuit 400, and hydraulic control circuit 400 controls the operation of clutch actuator 203 in accordance with the required clutch stroke. The actual clutch stroke (solid line) has a response delay with respect to the required clutch stroke (broken line). Here, in this example, after the clutch disengagement request is started, the actual clutch stroke is monitored based on the output signal of the clutch stroke sensor 510, and the time tj when the actual clutch stroke changes from the clutch engagement position STc (FIG. 16). The elapsed time tb from (FIG. 16) is measured by the timer 110.

  In step ST303, the amount of change per unit time of the actual clutch stroke (change gradient α of the actual clutch stroke shown in FIG. 16) is calculated. In step ST304, based on the change amount per unit time of the actual clutch stroke calculated in step ST303, the time tc (tc = [| target position STt−clutch engagement) until the actual clutch stroke reaches the target clutch stroke position STt. Position STc (FIG. 16) | / change amount of actual clutch stroke]).

  In step ST305, it is determined whether or not the time tc calculated in step ST304 has elapsed since the time tj when the actual clutch stroke has changed, and the time when the determination result is affirmative (the elapsed time tb becomes the calculated time tc). At this point, the shift-out operation is started (step ST306). Then, after the shifting is completed, shifting of the gear stage to be shifted is performed.

  Also in this example, as shown in FIG. 16, a shift request is made to the hydraulic control circuit 400 at a timing t2 before the time tn when the automatic clutch 2 is in a disengaged state (time when the actual clutch stroke is equal to or greater than the half clutch position). Before the automatic clutch 2 enters the clutch disengaged state, the shift direction (for example, the Y direction shown in FIGS. 4 and 5D) is applied to the sleeve 320 of the synchromesh mechanism 300 before the automatic clutch 2 enters the clutch disengaged state. ).

  In this way, after an upshift request is made, when the torque on the input shaft side of the transmission 3 and the torque on the output shaft side of the transmission 3 are first balanced, that is, as shown in FIG. When the force of the torsional vibration is the smallest at the point P1, the sleeve 320 of the synchromesh mechanism 300 comes out naturally (for example, the engagement between the inner teeth 322 of the sleeve 320 and the outer teeth 312d of the gear 312b is released naturally). ). Then, when the shift is removed at the point P1 in FIG. 17 and both ends of the input shaft system of the transmission 3 become free ends, the torsional vibration does not occur, so the stagnation of the shift stroke as shown in FIG. 19 is eliminated. Therefore, the shift can be smoothly removed at an appropriate timing. As a result, an excessive shift-out load is not applied to the transmission 3, and the load on the transmission 3 can be reduced. In addition, since the time required for shifting out can be shortened, the shift time can be shortened.

  Note that the target clutch stroke position STt used for the control in this example is the same as that in the case of the above-mentioned [shift-off control (2)], and thus detailed description thereof is omitted.

  Here, if there is a possibility that the torsional vibration as shown in FIG. 17 may occur even during the downshift, the same shift-out control as that during the upshift described above may be performed.

-Other embodiments-
In the above example, actuators using hydraulic pressure as a driving force source are used as the select actuator 301 and the shift actuator 302. However, the present invention is not limited to this, and an electric actuator using an electric motor as a driving force source. May be used. Further, an electric actuator may be used as the clutch actuator 203.

  In the above example, the present invention is applied to the control of the forward six-speed transmission. However, the present invention is not limited to this, and other arbitrary speed changes such as a forward five-speed transmission, for example. It can also be applied to the control of a stage transmission (automated manual transmission).

  In the above example, the example in which the present invention is applied to the shift control of a vehicle on which only an engine (internal combustion engine) is mounted as the driving force source has been described. However, the present invention is not limited to this, and for example, the driving force source The present invention can also be applied to shift control of a hybrid vehicle equipped with an engine (internal combustion engine) and an electric motor (for example, a traveling motor or a generator motor).

  INDUSTRIAL APPLICABILITY The present invention can be used for a vehicle speed change control device, and more specifically, a shift force operation and a shift shift operation are automatically performed by a driving force source (for example, an engine) that generates driving force for traveling and an actuator. The present invention can be used in a transmission control device for a vehicle including a transmission and an automatic clutch provided in a driving force transmission path between the driving force source and the transmission.

DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic clutch 20 Clutch 203 Clutch actuator 3 Transmission 300 Synchromesh mechanism 320 Sleeve 330 Synchronizer ring 340 Shifting key 350 Clutch hub 301 Select actuator 302 Shift actuator 400 Hydraulic control circuit 100 ECU
110 Timer 503 Input shaft rotational speed sensor 504 Output shaft rotational speed sensor 508 Select stroke sensor 509 Shift stroke sensor 510 Clutch stroke sensor 511 Upshift switch 512 Downshift switch

Claims (1)

Provided in a driving force transmission path between the driving force source and the transmission, a driving force source that generates a driving force for traveling, a transmission that automatically performs shifting operation and shifting operation by an actuator A shift control device applied to a vehicle equipped with an automatic clutch,
An actual stroke detecting means for detecting a clutch stroke of the automatic clutch;
Based on the amount of change in the actual clutch stroke of the automatic clutch after a shift request is made, the time until the actual clutch stroke of the automatic clutch reaches the target position is calculated, and the shift is performed when the calculated time has elapsed. By starting the pull-out operation, after a shift request is made, when the torque on the input shaft side of the transmission and the torque on the output shaft side of the transmission are first balanced, A shift control apparatus for a vehicle, characterized by being configured to be in a state.

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