JP6911509B2 - Clutch control device and shift control device - Google Patents

Description

The present disclosure relates to a clutch control device and a shift control device.

Conventionally, there is known an automatic mechanical transmission (AMT) that automatically engages and disengages a clutch and changes gears according to an accelerator opening degree, a vehicle speed, and the like (see, for example, Patent Document 1). Patent Document 1 describes that, at the time of downshift when the accelerator is off, the clutch is disengaged and then the clutch is temporarily engaged in a state where the gear is disengaged.

JP-A-2002-295655

In Patent Document 1, after the clutch is disengaged, the clutch is temporarily connected with the gear disengaged to obtain the rotational speed of the gear with which the transmission sleeve is to engage and the rotation speed of the transmission sleeve. Are synchronized.

However, in Patent Document 1, since the clutch is moved to the fully contacted position when the clutch is temporarily connected, there is a problem that it takes time for the clutch to be in the disengaged state the next time the clutch is disengaged. there were.

An object of the present disclosure is to provide a clutch control device and a shift control device capable of improving the responsiveness when the clutch is temporarily engaged and then disengaged.

The clutch control device according to the present disclosure is a clutch control device for a clutch capable of connecting and disconnecting power from a drive source, and includes a control unit for temporarily connecting the clutch after disengaging the clutch in a connected state. The transmission torque of the clutch when the clutch is temporarily connected is smaller than the transmission torque of the clutch in the connected state.

Further, the shift control device according to the present disclosure is a shift control device for a vehicle including a clutch capable of connecting and disconnecting power from a drive source and a mechanical shift device capable of shifting and outputting the rotation of the output side of the clutch. In order to re-accelerate the vehicle, the number of revolutions on the output side of the clutch is increased after the input unit into which the number of revolutions on the output side of the clutch is input and the clutch in the connected state are disengaged. The clutch is provided with a control unit for removing the gear from the current shift stage and temporarily connecting the clutch when the number of revolutions required for shifting substantially matches a predetermined predetermined number of revolutions. The transmission torque of the clutch when the clutch is temporarily connected is smaller than the transmission torque of the clutch in the connected state.

According to the clutch control device and the shift control device according to the present disclosure, it is possible to improve the responsiveness when the clutch is temporarily engaged and then disengaged.

Skeleton diagram showing the overall configuration of the vehicle according to the embodiment Chart showing the relationship between the speed change stage and the operating state of each sleeve in the embodiment Flow chart showing the flow of shift processing according to the embodiment Flow chart showing the flow of shift processing according to the embodiment Flowchart showing the flow of clutch connection processing Flow chart showing the flow of shift processing according to the embodiment Time chart at the time of shifting in the embodiment Time chart at the time of shifting in the reference example Flow chart showing the flow of shift processing according to the modified example Flow chart showing the flow of shift processing according to the modified example Flow chart showing the flow of shift processing according to the modified example Flow chart showing the flow of shift processing according to the modified example Time chart at the time of shifting in the modified example

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The embodiment described below is an example, and the present invention is not limited to this embodiment.

First, the overall configuration of the vehicle 1 will be described with reference to FIG. In FIG. 1, the front-rear direction of the vehicle 1 is drawn. In the following description, the front side of the vehicle may be simply referred to as "front" and the rear side of the vehicle may be simply referred to as "rear".

The vehicle 1 includes a drive source 10, a clutch 20, a transmission 30, and a control device 40. The drive wheels 54 are connected to the output side of the transmission 30 via the propeller shaft 51, the differential 52, and the drive shaft 53 so as to be able to transmit power.

The drive source 10 is, for example, a diesel engine. The drive source 10 may be a gasoline engine, an electric motor, or the like. In this embodiment, the drive source 10 will be described as a diesel engine. In the following description, the drive source 10 will be referred to as an engine 10.

The engine 10 is controlled by the control device 40 based on the accelerator opening degree of the accelerator pedal (not shown) detected by the accelerator opening degree sensor 101. Specifically, the output rotation speed of the engine 10 (hereinafter referred to as "engine rotation speed NE") and the output torque are adjusted by controlling the fuel injection amount by the control device 40. The output shaft 11 of the engine 10 is provided with an engine speed sensor 102 that detects the engine speed NE. The engine speed NE corresponds to the "speed on the input side of the clutch" in the present disclosure.

The clutch 20 is a dry single plate clutch. The clutch 20 is automatically engaged and disengaged by a clutch actuator (not shown) controlled by the control device 40. Further, the clutch 20 can be manually engaged and disconnected by a clutch pedal (not shown). The input side of the clutch 20 is connected to the output shaft 11 of the engine 10. The output side of the clutch 20 is connected to the input shaft 31 of the transmission 30. Since the structure of the clutch 20 is the same as that of a general dry single plate clutch, detailed description thereof will be omitted. The clutch 20 is not limited to the dry single plate clutch. The clutch 20 may be a wet clutch. The clutch 20 may be a double-plate or multi-plate clutch.

The transmission 30 is a mechanical transmission that is always in mesh. The transmission 30 includes a splitter transmission unit 310, a main transmission unit 320, and a range transmission unit 330 in this order from the input side. The transmission 30 includes an input shaft 31, a counter shaft 32, a main shaft 33, and an output shaft 34. The input shaft 31, main shaft 33, and output shaft 34 are arranged coaxially. The counter shafts 32 are arranged below them and parallel to them.

First, the splitter transmission unit 310 and the main transmission unit 320 will be described. As described above, the front end of the input shaft 31 is connected to the output side of the clutch 20. At the rear end of the input shaft 31, an input hub 31a is provided so as to rotate integrally with the input shaft 31. An input gear IG is provided on the front side of the input hub 31a so as to be rotatable relative to the input shaft 31. The input shaft 31 is provided with an input shaft rotation speed sensor 103 that detects the input shaft rotation speed Nin. The input shaft rotation speed Nin corresponds to the "rotation speed on the output side of the clutch" in the present disclosure.

The counter shaft 32 includes a first counter gear CG1, a second counter gear CG2, a third counter gear CG3, a fourth counter gear CG4, a fifth counter gear CG5, and a sixth counter gear CG6 in this order from the input side (front side). , Each of which is provided so as to rotate integrally with the counter shaft 32. The first counter gear CG1 meshes with the input gear IG.

A counter shaft brake 32a for braking the rotation of the counter shaft 32 is provided at the front end of the counter shaft 32. The counter shaft brake 32a is controlled by the control device 40. The position where the counter shaft brake 32a is provided is not limited to the front end of the counter shaft 32. For example, the counter shaft brake 32a may be provided at the rear end or the intermediate portion of the counter shaft 32.

In the present embodiment, the counter shaft brake 32a is a wet multi-plate type friction brake. The counter shaft brake 32a is not limited to the wet multi-plate type friction brake. The counter shaft brake 32a may be a dry type or a single plate. Further, the counter shaft brake 32a may be a drum type brake. Further, a device other than the counter shaft brake 32a can be used to brake the counter shaft 32. For example, an electric motor may be used to control the rotation speed of the counter shaft 32.

The first main gear MG1, the second main gear MG2, the third main gear MG3, the fourth main gear MG4, and the fifth main gear MG5 are provided on the main shaft 33 in order from the input side (front side) so as to be rotatable relative to the main shaft 33. Has been done.

The first main gear MG1 meshes with the second counter gear CG2. The second main gear MG2 meshes with the third counter gear CG3. The third main gear MG3 meshes with the fourth counter gear CG4. The fourth main gear MG4 meshes with the fifth counter gear CG5. The fifth main gear MG5 meshes with the sixth counter gear CG6 via the reverse idler gear RIG. Further, at the rear end of the main shaft 33, a sun gear SG is provided so as to rotate integrally with the main shaft 33.

The transmission 30 is provided with a first connecting mechanism 61 that selectively connects the input shaft 31 and the input gear IG or the first main gear MG1 so as to be integrally rotatable. The first coupling mechanism 61 includes the above-mentioned input hub 31a, a first clutch gear 31b provided integrally with the input gear IG, a second clutch gear 33a provided integrally with the first main gear MG1, and a first sleeve. It has 62 and.

The first sleeve 62 is provided on the outer peripheral side of the input hub 31a so as to be integrally rotatable with the input hub 31a and relatively movable in the axial direction. When the first sleeve 62 is in the central position shown in FIG. 1, the input shaft 31, the input gear IG, and the first main gear MG1 can rotate relative to each other.

By setting the first sleeve 62 in the front position, the input gear IG rotates integrally with the input shaft 31. By setting the first sleeve 62 at the rear position, the first main gear MG1 rotates integrally with the input shaft 31. In the present embodiment, a general synchronizer type synchronization mechanism is used as the first connection mechanism 61. Since the synchronization mechanism of the synchronizer method is known, detailed description thereof will be omitted.

The transmission 30 is provided with a second connecting mechanism 63 that selectively connects the main shaft 33 and the first main gear MG1 or the second main gear MG2 so as to be integrally rotatable. The second connecting mechanism 63 is provided integrally with the first main hub 33b provided so as to rotate integrally with the main shaft 33, the third clutch gear 33c provided integrally with the first main gear MG1, and the second main gear MG2. The fourth clutch gear 33d and the second sleeve 64 are provided. The first main hub 33b is provided between the first main gear MG1 and the second main gear MG2.

The second sleeve 64 is provided on the outer peripheral side of the first main hub 33b so as to be integrally rotatable with the first main hub 33b and relatively movable in the axial direction. When the second sleeve 64 is in the central position shown in FIG. 1, the main shaft 33 and the first main gear MG1 and the second main gear MG2 can rotate relative to each other.

By setting the second sleeve 64 in the front position, the first main gear MG1 rotates integrally with the main shaft 33. By setting the second sleeve 64 at the rear position, the second main gear MG2 rotates integrally with the main shaft 33. In this embodiment, the second connecting mechanism 63 is not provided with a synchronization mechanism.

The transmission 30 is provided with a third connecting mechanism 65 that selectively connects the main shaft 33 and the third main gear MG3 or the fourth main gear MG4 so as to be integrally rotatable. The third connecting mechanism 65 is provided integrally with the second main hub 33e provided so as to rotate integrally with the main shaft 33, the fifth clutch gear 33f provided integrally with the third main gear MG3, and the fourth main gear MG4. The sixth clutch gear (33 g) and the third sleeve 66 are provided. The second main hub 33e is provided between the third main gear MG3 and the fourth main gear MG4.

The third sleeve 66 is provided on the outer peripheral side of the second main hub 33e so as to be integrally rotatable with the second main hub 33e and relatively movable in the axial direction. When the third sleeve 66 is in the central position shown in FIG. 1, the main shaft 33 and the third main gear MG3 and the fourth main gear MG4 can rotate relative to each other.

By setting the third sleeve 66 in the front position, the third main gear MG3 rotates integrally with the main shaft 33. By setting the third sleeve 66 at the rear position, the fourth main gear MG4 rotates integrally with the main shaft 33. In this embodiment, the third connecting mechanism 65 is not provided with a synchronization mechanism.

The transmission 30 is provided with a fourth connecting mechanism 67 that selectively and integrally rotatably connects the main shaft 33 and the fifth main gear MG5. The fourth connecting mechanism 67 includes a third main hub 33h provided so as to rotate integrally with the main shaft 33, a seventh clutch gear 33j provided integrally with the fifth main gear MG5, and a fourth sleeve 68. There is. The third main hub 33h is provided between the fifth main gear MG5 and the sun gear SG.

The fourth sleeve 68 is provided on the outer peripheral side of the third main hub 33h so as to be integrally rotatable with the third main hub 33h and relatively movable in the axial direction. When the fourth sleeve 68 is in the rear position shown in FIG. 1, the main shaft 33 and the fifth main gear MG5 can rotate relative to each other. By setting the fourth sleeve 68 in the front position, the fifth main gear MG5 rotates integrally with the main shaft 33. In this embodiment, the fourth connecting mechanism 67 is not provided with a synchronization mechanism.

As shown in FIG. 1, the part in front of the first main gear MG1 and the second counter gear CG2 is the splitter transmission unit 310. Further, the portion from the first main gear MG1 and the second counter gear CG2 to the fifth main gear MG5, the reverse idler gear RIG and the sixth counter gear CG6 is the main transmission unit 320.

Next, the range transmission unit 330 will be described. In this embodiment, the planetary gear mechanism 70 is adopted as the range transmission unit 330. The range transmission 330 can only switch to either the high or low position.

The planetary gear mechanism 70 is provided on the outer periphery of the sun gear SG and the sun gear SG at equal intervals, surrounds the plurality of planetary gear PGs that mesh with the sun gear SG, and meshes with the respective planetary gear PGs. A ring gear RG having teeth is provided.

Each planetary gear PG is pivotally supported by a common carrier 71. The carrier 71 is connected to the output shaft 34 described above. Specifically, the carrier 71 is provided at the front end of the output shaft 34 so as to rotate integrally. The propeller shaft 51 described above is connected to the rear end of the output shaft 34. Further, the output shaft 34 is provided with an output shaft rotation speed sensor 104 that detects the output shaft rotation speed Now.

The ring gear RG integrally includes a cylindrical shaft 72 extending to the rear side. The cylindrical shaft 72 is provided coaxially with the output shaft 34 and on the outer peripheral side of the output shaft 34 so as to be rotatable relative to the output shaft 34.

The transmission 30 is provided with a fifth connecting mechanism 73 that selects whether the cylindrical shaft 72 is fixed to the housing 3 or the cylindrical shaft 72 and the output shaft 34 are integrally rotatably connected. .. The fifth coupling mechanism 73 is provided so as to rotate integrally with the eighth clutch gear 34a integrally provided at the rear end of the cylindrical shaft 72, the fixed gear 34b integrally provided with the housing 3, and the output shaft 34. The output hub 34c and the fifth sleeve 74 are provided.

The fifth sleeve 74 is provided on the outer peripheral side of the eighth clutch gear 34a so as to be integrally rotatable with the eighth clutch gear 34a and relatively movable in the axial direction. When the fifth sleeve 74 is in the front position shown in FIG. 1, the ring gear RG is fixed to the housing 3. In this case, the range transmission 330 is in the "low" state, and the rotation of the main shaft 33 is decelerated and transmitted to the output shaft 34.

By setting the fifth sleeve 74 at the rear position, the ring gear RG rotates integrally with the output shaft 34. In this case, the range transmission 330 is in the "high" state, and the rotation of the main shaft 33 is transmitted to the output shaft 34 as it is. In the present embodiment, a general synchronizer type synchronization mechanism is used as the fifth connection mechanism 73. Since the synchronization mechanism of the synchronizer method is known, detailed description thereof will be omitted.

A signal from the accelerator opening degree sensor 101, a signal from the engine rotation speed sensor 102, a signal from the input shaft rotation speed sensor 103, a signal from the output shaft rotation speed sensor 104, and the like are input to the control device 40. That is, the control device 40 includes the "input unit" in the present disclosure.

Further, the control device 40 controls the engine 10, the clutch 20, and the transmission 30 (first sleeve 62, second sleeve 64, third sleeve 66, fourth sleeve 68, fifth sleeve 74, and counter shaft brake 32a). conduct. That is, the control device 40 includes the "control unit" in the present disclosure.

The control device 40 includes an engine control unit 41 that controls the engine 10, a clutch control unit 42 that controls the clutch 20, a shift control unit 43 that controls the first sleeve 62 to the fifth sleeve 74, and a counter shaft brake 32a. A counter shaft brake control unit 44 for control and a storage unit 45 for storing various data are provided as functional elements. In the present embodiment, each control unit and storage unit will be described as being included in the control device 40, but each control unit and storage unit may have independent hardware.

Next, with reference to FIG. 2, the relationship between the operating state of the first sleeve 62 to the fifth sleeve 74 and the speed change stage will be described.

The first speed is a state in which the first sleeve 62 is in the rear position, the second sleeve 64 is in the center position, the third sleeve 66 is in the rear position, the fourth sleeve 68 is in the rear position, and the fifth sleeve 74 is in the front position. The second speed is a state in which the position of the first sleeve 62 in the first speed state is the front position. In the third speed, the first sleeve 62 is in the rear position, the second sleeve 64 is in the center position, the third sleeve 66 is in the front position, the fourth sleeve 68 is in the rear position, and the fifth sleeve 74 is in the front position. The 4th speed is a state in which the position of the 1st sleeve 62 in the 3rd speed state is set as the front position.

In the fifth speed, the first sleeve 62 is in the rear position, the second sleeve 64 is in the rear position, the third sleeve 66 is in the center position, the fourth sleeve 68 is in the rear position, and the fifth sleeve 74 is in the front position. The 6th speed is a state in which the position of the first sleeve 62 in the 5th speed state is the front position. In the 7th speed, the first sleeve 62 is in the rear position, the second sleeve 64 is in the front position, the third sleeve 66 is in the center position, the fourth sleeve 68 is in the rear position, and the fifth sleeve 74 is in the front position. The 8th speed is a state in which the position of the 1st sleeve 62 in the 7th speed state is set as the front position.

The 9th to 16th speeds are in a state where the position of the 5th sleeve 74 in the 1st to 8th speed state is the rear position. The reverse 1st speed is a state in which the first sleeve 62 is in the rear position, the second sleeve 64 is in the center position, the third sleeve 66 is in the center position, the fourth sleeve 68 is in the front position, and the fifth sleeve 74 is in the front position. The reverse 2nd speed is a state in which the position of the first sleeve 62 in the reverse 1st speed state is set as the front position.

Next, the shift control process when the accelerator is off will be described with reference to the flowcharts of FIGS. 3A to 3D. The processes shown in FIGS. 3A to 3D are executed, for example, at a predetermined control cycle while the vehicle is running.

In step S1, the control device 40 determines whether or not the accelerator is off. This determination can be made, for example, based on the accelerator opening degree detected by the accelerator opening degree sensor 101.

If the accelerator is not off (step S1: NO), the process ends. On the other hand, when the accelerator is off (step S1: YES), the process proceeds to step S2.

In step S2, the control device 40 determines whether or not the engine speed NE detected by the engine speed sensor 102 is equal to or less than the threshold value NE1. The threshold NE1 is a value such that when the engine speed NE falls below the threshold NE1 in the current gear stage, the vehicle vibrates due to insufficient torque. For example, the idle speed of the engine 10 A rotation speed that is several hundred rpm higher than that of _{NE idol is preset.}

When the engine speed NE is not NE1 or less (step S2: NO), the process of step S2 is repeated. On the other hand, when the engine speed NE is NE1 or less (step S2: YES), the process proceeds to step S3.

In step S3, the control device 40 disengages the clutch 20.

In the following step S4, the control device 40 determines whether or not _{the input shaft rotation speed Nin substantially matches the idle rotation speed NE idol of the engine 10.} This determination may be made based on the difference between the input shaft rotation speed Nin detected by the input shaft rotational speed sensor 103, an idle speed NE _idle of engine 10. Further, the input shaft rotation speed Nin is the idle speed _{NE idle} substantially matched determines whether the engine 10 is, for example, based on the ratio of the input shaft rotation speed Nin, the idle speed _{NE idle} of engine 10 Can be done.

Note that the criterion in step S4, the "and the input shaft rotation speed Nin, the idle speed NE _idle of the engine 10 whether substantially match" was for the following reason. In the present embodiment, it is basically difficult for the input shaft rotation speed Nin to continue running in the current gear stage, and a downshift operation in the main transmission 320 is required to re-accelerate. The determination criterion in step S4 is that the number of revolutions has decreased to the number of revolutions.

Here, the idle speed NE _idle is the speed of the engine 10 when the accelerator pedal is not depressed. The idle speed NE _idle changes depending on the operating state of the auxiliary machine, the presence or absence of DPD reproduction, and the like. In the present embodiment, based on an experiment or the like, the idle rotation speed NE _idle is set to "It is difficult for the input shaft rotation speed Nin to continue running in the current gear stage, and the main transmission 320 is used to re-accelerate. The number of revolutions is such that the downshift operation of the above is required, and this is used as the determination criterion in step S4.

In addition, "the rotation speed at which it is difficult for the input shaft rotation speed Nin to continue running in the current gear stage and a downshift operation in the main transmission 320 is required to re-accelerate" is the engine. The idle speed is not limited to _{10 NE idle.} As mentioned above, "the number of revolutions at which it is difficult for the input shaft revolution Nin to continue running in the current gear stage and a downshift operation in the main transmission 320 is required to re-accelerate" is , It is determined based on experiments, etc., and it is variable depending on various conditions. For example, it may be different for each vehicle and may be different for each shift stage.

If the input shaft rotation speed Nin, the idle speed _{NE idle} of engine 10 does not substantially match (step S4: NO), it repeats the process of step S4. On the other hand, when the input shaft rotation speed Nin, the idle speed _{NE idle} of engine 10 are substantially the same (step S4: YES), the process proceeds to step S5.

In step S5, the control device 40 puts the main transmission unit 320 in the neutral state. Specifically, the control device 40 moves the sleeve of the second sleeve 64 and the third sleeve 66, which is not in the central position, to the central position.

In the following step S6, the control device 40 executes the clutch connection process to connect the clutch 20. Here, the connection process of the clutch 20 performed in step S6 will be described in detail with reference to the flowchart of FIG. 3C. In the present embodiment, the clutch 20 is a dry single plate clutch as described above, and the clutch transmission torque Tcl is defined as having a proportional relationship with the clutch stroke Δst from the engagement start point. The relationship between the clutch transmission torque Tcl and the clutch stroke Δst from the engagement start point is not necessarily a proportional relationship.

First, in step S6-1, the control device 40 calculates the minimum value Tcl of the clutch transmission torque required to prevent the clutch 20 from slipping. The calculation of the minimum value Tcl is based on, for example, the torque transmitted from the engine 10 to the input side of the clutch 20 and the torque transmitted from the drive wheels 54 to the output side of the clutch 20 via the transmission 30 and the like. It can be carried out. At this time, the minimum value Tcl may be obtained by adding a predetermined safety factor to the minimum value of the clutch transmission torque required to prevent the clutch 20 from slipping.

When the minimum value Tcl is calculated in step S6-1, in the following step S6-2, the control device 40 reads the clutch stroke st1 at the engagement start point of the clutch 20 from the storage unit 45. This clutch stroke st1 is learned as a clutch stroke corresponding to the engagement start point by a process (learning process) different from the clutch connection process (learning process), for example, every time the vehicle 1 travels a certain distance, and is stored in the storage unit 45. ing.

In the following step S6-3, the control device 40 calculates the clutch stroke Δst2 from the engagement start point, which is necessary to obtain the minimum value Tcl. The calculation of the clutch stroke Δst2 is performed based on, for example, the relationship between the clutch stroke Δst from the engagement start point stored in the storage unit 45 and the clutch transmission torque Tcl.

Further, in the following step S6-4, the control device 40 has the following from the clutch stroke st1 at the engagement start point of the clutch 20 and the clutch stroke Δst2 from the engagement start point required to obtain the minimum value Tcl. Using the equation (1), the clutch stroke st3 required to obtain the minimum value Tcl is calculated.
st3 = st1 + Δst2 ... (1)

Then, in step S6-5, the control device 40 outputs a control signal to the clutch actuator (not shown) so that the clutch stroke st becomes the clutch stroke st3 required to obtain the minimum value Tcl of the clutch transmission torque. ..

In this way, in step S6, the clutch 20 is controlled so as not to be in a completely contacted state but to be in a state in which the clutch 20 does not slip. In the above example, the minimum value Tcl of the clutch transmission torque is calculated, the clutch stroke Δst2 from the engagement start point satisfying the minimum value Tcll is determined, and the clutch stroke st3 is obtained, but the present invention is not limited to this. .. For example, without calculating the minimum value Tcl of the clutch transmission torque, the clutch stroke Δst from the engagement start point to the extent that the clutch 20 does not slip is set in advance by an experiment or the like, and the clutch stroke Δst is set at the engagement start point ( It is also possible to determine the clutch stroke st3 by using the clutch stroke st1 (up to the engagement start point) and the clutch stroke Δst.

In the following step S7, the control device 40 determines whether or not to execute the shift. For this determination, general parameters used for shift determination, such as accelerator opening, vehicle speed, and shift operation, can be used.

When the shift is not executed (step S7: NO), the process of step S7 is repeated. On the other hand, when the shift is executed (step S7: YES), the process proceeds to step S8.

In step S8, the control device 40 determines whether or not the shift is accompanied by switching by the splitter shift unit 310 or the range shift unit 330.

If the shift is not accompanied by a switch in the splitter shift unit 310 or the range shift unit 330 (step S8: NO), the process proceeds to step S9. On the other hand, when the shift is accompanied by switching in the splitter shift unit 310 or the range shift unit 330 (step S8: YES), the process proceeds to step S8-1. The processing contents after step S8-1 will be described later.

In step S9, the control device 40 determines whether or not the input shaft rotation speed Nin is synchronized with the target input shaft rotation speed Nint (synchronous rotation speed in the target shift stage). This determination can be made, for example, based on the difference between the target input shaft rotation speed Nint and the input shaft rotation speed Nin detected by the input shaft rotation speed sensor 103. Further, this synchronization determination can be performed based on, for example, the rotation speed of the clutch gear and the rotation speed of the sleeve at the target speed change stage.

Further, it can be determined whether or not the input shaft rotation speed Nin is synchronized with the target input shaft rotation speed Nint, for example, based on the ratio of the target input shaft rotation speed Nint and the input shaft rotation speed Nin. ..

At this point, the input shaft speed Nin is equal to the engine speed NE. Therefore, the engine speed NE may be used instead of the input shaft speed Nin to determine whether or not the input shaft speed Nin is synchronized with the target input shaft speed Nint.

When the input shaft rotation speed Nin is synchronized with the target input shaft rotation speed Nint (step S9: YES), the process proceeds to step S10. Then, in step S10, the control device 40 disengages the clutch 20. Then, the process proceeds to step S15.

On the other hand, when the input shaft rotation speed Nin is not synchronized with the target input shaft rotation speed Nint (step S9: NO), the process proceeds to step S11.

In step S11, the control device 40 determines whether or not the target input shaft rotation speed Nint is smaller than the input shaft rotation speed Nin.

When the target input shaft rotation speed Nint is not smaller than the input shaft rotation speed Nin (that is, larger than the input shaft rotation speed Nin) (step S11: NO), the process ends. If the target input shaft rotation speed Nint is larger than the input shaft rotation speed Nin, the engine rotation speed NE is increased to synchronize the input shaft rotation speed Nin with the target input shaft rotation speed Nin. The clutch 20 is disengaged, and the gear is put into the target speed change stage.

On the other hand, when the target input shaft rotation speed Nint is smaller than the input shaft rotation speed Nin (step S11: YES), the process proceeds to step S12.

In step S12, the control device 40 disengages the clutch 20.

In the following step S13, the control device 40 activates the counter shaft brake 32a. Here, the control content of the counter shaft brake 32a performed in step S13 will be described.

In the present embodiment, the counter shaft brake 32a is a wet multi-plate type friction brake as described above. Specifically, in the counter shaft brake 32a, a plurality of fixed-side brake plates and a plurality of rotating-side brake plates are alternately arranged, and the brake plates are brought into pressure contact with each other by an pneumatically operated piston. This is a type that brakes the counter shaft 32.

The braking force of the counter shaft brake 32a changes according to the pressure (control pressure) of the working air supplied to the working air chamber of the piston. In this embodiment, the control pressure is controlled by a solenoid valve. In one example, the solenoid valve is an on / off solenoid valve. As the solenoid valve, a known solenoid valve such as a duty solenoid valve or a linear solenoid valve may be used.

In this embodiment, the on-time and the off-time in one cycle of the solenoid valve are equal. Further, the time (frequency) per cycle of the solenoid valve can be changed. Hereinafter, increasing the time per cycle is referred to as "increasing the control value", and shortening the time per cycle is referred to as "decreasing the control value".

If the ratio of the on-time to the off-time in one cycle can be changed, increasing the on-time in one cycle "increases the control value". Further, in the case of a duty solenoid valve, changing the duty ratio means "changing the control value". Further, in the case of a linear solenoid valve, changing the drive current means "changing the control value".

The control value of the solenoid valve is switched according to the magnitude difference in the number of revolutions between the clutch gear and the sleeve. Specifically, when the difference in rotation speed between the clutch gear and the sleeve is large, the control value of the solenoid valve is set to the first control value. When the difference in rotation speed between the clutch gear and the sleeve is small, the control value of the solenoid valve is a second control value smaller than the first control value. As a result, the braking force when the rotation speed difference between the clutch gear and the sleeve is large is larger than the braking force when the rotation speed difference between the clutch gear and the sleeve is small.

By the way, in the counter shaft brake 32a, when the current input shaft rotation speed Nin is larger than the target input shaft rotation speed Nint which is the synchronous rotation speed in the target shift stage, the input shaft rotation speed Nin is set to the target input shaft rotation speed Nint. Used to reduce to.

As a situation in which it is necessary to apply a braking force to the counter shaft 32 by the counter shaft brake 32a, a power-on-up shift may be performed in addition to the above-mentioned step S13. In the present embodiment, the control value for controlling the counter shaft brake 32a in step S13 is different from the control value when the power-on-up shift is performed.

This is due to the following reasons. Generally, when power-on-up shift is performed, the input shaft rotation speed Nin changes at a relatively high rotation speed. On the other hand, in the situation where the control in step S13 is performed, the input shaft rotation speed Nin is a low rotation speed near the _{idle speed NE idle of the engine 10.}

The braking force of the counter shaft brake 32a differs depending on the input shaft rotation speed Nin even when the solenoid valve is controlled by the same control value. Further, the braking force of the counter shaft brake 32a differs depending on the supplied air pressure, the inertia of the braking target, the resistance, and the like even if the input shaft rotation speed is Nin.

Therefore, in a situation where the input shaft rotation speed Nin is low, the input shaft rotation speed Nin is appropriately lowered to the target input shaft rotation speed Nint. Therefore, in the present embodiment, the control value for controlling the counter shaft brake 32a in step S13. Is different from the control value when power-on-up shift is performed.

Here, as an example, when the solenoid valve is controlled with the same control value, the braking force becomes higher when the input shaft rotation speed Nin is lower than when the input shaft rotation speed Nin is high.

In such a case, in a situation where the input shaft rotation speed Nin is low, in order to appropriately reduce the input shaft rotation speed Nin to the target input shaft rotation speed Nint, the control value for controlling the counter shaft brake 32a is set in step S13. , Make it smaller than the control value when performing power-on-upshift.

Specifically, when the counter shaft brake 32a is controlled in step S13, the first control value output when the difference in the number of revolutions between the clutch gear and the sleeve is large is the first control value that is output when the power-on-up shift is performed. It is smaller than the control value output when the difference in rotation speed between the clutch gear and the sleeve is large. The same applies to the second control value, and the second control value is smaller than the control value output when the difference in the number of revolutions between the clutch gear and the sleeve is small when performing power-on-up shift. ..

By doing so, even in a situation where the input shaft rotation speed Nin is low, the input shaft rotation speed Nin can be appropriately synchronized with the target input shaft rotation speed Nint.

In step S14 following step S13, the control device 40 determines whether or not the input shaft rotation speed Nin is synchronized with the target input shaft rotation speed Nint. This synchronization determination can also be made based on, for example, the rotation speed of the clutch gear and the rotation speed of the sleeve at the target transmission stage. The same applies to the synchronization determination in the following description.

If the input shaft rotation speed Nin is not synchronized with the target input shaft rotation speed Nint (step S14: NO), the process returns to step S13.

On the other hand, when the input shaft rotation speed Nin is synchronized with the target input shaft rotation speed Nint (step S14: YES), the process proceeds to step S15.

In step S15, the control device 40 controls the second sleeve 64 or the third sleeve 66 to engage the gear.

In the following step S16, the control device 40 connects the clutch 20. This completes the shift.

Next, the processes after step S8-1 will be described with reference to FIG. 3D. In step S8-1, the control device 40 disengages the clutch 20. In the following step S8-2, the control device 40 moves the first sleeve 62 in the splitter shift unit 310 and the fifth sleeve 74 in the range shift unit 330 to the operating position in the target shift stage, if necessary. Further in step S8-3, the control device 40 determines whether or not the input shaft rotation speed Nin is synchronized with the target input shaft rotation speed Nint (synchronous rotation speed at the target shift stage).

When the input shaft rotation speed Nin is synchronized with the target input shaft rotation speed Nint (step S8-3: YES), the process proceeds to step S8-7. On the other hand, when the input shaft rotation speed Nin is not synchronized with the target input shaft rotation speed Nint (step S8-3: NO), the process proceeds to step S8-4.

In step S8-4, the control device 40 determines whether or not the target input shaft rotation speed Nint is smaller than the input shaft rotation speed Nin.

When the target input shaft rotation speed Nint is not smaller than the input shaft rotation speed Nin (that is, larger than the input shaft rotation speed Nin) (step S8-4: NO), the process ends. When the target input shaft rotation speed Nint is larger than the input shaft rotation speed Nin, the clutch 20 is engaged, the engine rotation speed NE is increased, and the input shaft rotation speed Nin is synchronized with the target input shaft rotation speed Nint. After that, the clutch 20 is disengaged and the gear is put into the target speed change stage.

On the other hand, when the target input shaft rotation speed Nint is smaller than the input shaft rotation speed Nin (step S8-4: YES), the process proceeds to step S8-5. In step S8-5, the control device 40 activates the counter shaft brake 32a.

In the following step S8-6, the control device 40 determines whether or not the input shaft rotation speed Nin is synchronized with the target input shaft rotation speed Nint.

If the input shaft rotation speed Nin is not synchronized with the target input shaft rotation speed Nint (step S8-6: NO), the process returns to step S8-5. On the other hand, when the input shaft rotation speed Nin is synchronized with the target input shaft rotation speed Nint (step S8-6: YES), the process proceeds to step S8-7.

In step S8-7, the control device 40 controls the second sleeve 64 or the third sleeve 66 to engage the gear. In the following step S8-8, the control device 40 connects the clutch 20. This completes the shift.

Next, with reference to the time chart of FIG. 4A, an example of the transition of each parameter when the processing shown in FIGS. 3A to 3D is performed will be described. In the time chart of FIG. 4A, the operation of the clutch 20 is exaggerated in order to clarify the difference from the reference example shown below. In the following description, the vehicle 1 at time t _0, in a state where the accelerator pedal is depressed, and moving at a constant speed traveling at sixth speed.

At time t _1, when the accelerator pedal is released, as the vehicle speed decreases gradually, the input shaft rotation speed Nin is gradually decreased. At this time, since the clutch 20 is connected, the engine speed NE is equal to the input shaft speed Nin.

In time _{t 2, the} the engine rotational speed NE becomes the first threshold value NE1, the clutch 20 is disconnected. At time _{t 2-1,} reaches the clutch stroke st3 required for the clutch stroke st is obtained a minimum value Tcll. As a result, when the clutch 20 slips and the clutch stroke st reaches the clutch stroke st1 at the engagement start point, the engine speed NE of the engine 10 separated from the input shaft 31 sharply decreases (in addition, FIG. In 4A, the clutch stroke st1 is omitted). Then, at time _{t 3,} the engine rotational speed NE is an idle rotation speed _{NE idle.} On the other hand, the input shaft rotation speed Nin, like the time t ₂ before gradually decreases with decreasing vehicle speed.

At time t _4, the input shaft rotation speed Nin is idle speed NE _idle of engine 10 (input shaft rotation speed Nin is, it is difficult to continue to travel at the current gear position, the main transmission section to re-accelerate When it matches the rotation speed that requires the downshift operation at 320), the second sleeve 64 is moved from the rear position to the center position, and the clutch 20 is engaged. When the clutch stroke st reaches st3 at time t _4-1 the clutch 20 is in a state where slip does not occur. As a result, the input shaft rotation speed Nin is in a state of matching the _{idle rotation speed NE idle of the engine 10.} Clutch stroke st, the time _{t 4} and later are also remains of st3.

At time t _5, the target gear position is set to the third speed. At this time, the input shaft rotation speed Nin is higher than the synchronous rotation speed (target input shaft rotation speed Nint) in the third speed. Therefore, the clutch 20 is disengaged again, the splitter transmission unit 310 is switched, and then the counter shaft brake 32a is operated. At this time, since the clutch stroke st is st3, the time from the disengagement of the clutch 20 to the operation of the counter shaft brake 32a can be shortened.

Due to the operation of the counter shaft brake 32a, the input shaft rotation speed Nin rapidly decreases. Then, at time t _6, when the input shaft rotation speed Nin matches the target input shaft rotational speed Nint, third sleeve 66 is moved from the central position to the front position, the third speed of the gear engagement is completed. Further, after this, the clutch 20 is brought into contact (not shown).

FIG. 4B shows, as a reference example, a clutch stroke st that is moved to a perfect contact position when the clutch 20 is temporarily connected. Since the time t ₂₀ to the time t ₂₄ is the same as the time t ₀ to the time t ₄ in FIG. 4A, detailed description thereof will be omitted.

When the clutch stroke st reaches st3 at time t _24-1 , the clutch 20 is in a state where slip does not occur. As a result, the input shaft rotation speed Nin is in a state of matching the _{idle rotation speed NE idle of the engine 10.} The clutch 20 is _{controlled in the connection direction even after the time t 24-1-1} and is in a complete contact state.

At time t _25, when the target gear position is set to the third speed, the clutch 20 is disconnected again. At this time, since the clutch 20 is in a completely contacted state, the clutch 20 does not slip until the _{time t 25-1 when the clutch stroke st becomes st3.} Therefore, the counter shaft brake 32a can be operated at a timing after the _{time t 25-1.}

As described above, in the reference example, when the clutch 20 is temporarily connected and then disengaged, the operation of the counter shaft brake 32a is started for the time required for the clutch stroke st of the clutch 20 to change from the fully contacted state to st3. Slows down. Therefore, it takes a long time to complete the shift.

On the other hand, according to the present embodiment, as described above, when the clutch 20 is temporarily connected, the clutch connection process is stopped in a state where the clutch stroke st is st3. Therefore, after the clutch 20 is disengaged, the counter shaft brake 32a can be operated promptly, and the shift can be completed promptly.

As described above, according to the present embodiment, when the clutch 20 is temporarily connected after the clutch 20 in the connected state is disengaged, the transmission torque when the clutch 20 is temporarily connected is connected. It was made smaller than the transmission torque in the state (that is, the clutch stroke was set to the disconnection side from the fully contacted state). This makes it possible to improve the responsiveness when the clutch 20 is temporarily connected and then disengaged. Therefore, the shift can be completed quickly.

Further, according to the present embodiment, a clutch predetermined as a clutch stroke st1 at the engagement start point of the clutch 20 obtained by learning and a clutch stroke from the engagement start point for obtaining a desired clutch transmission torque. Using the stroke Δst2, the clutch stroke st3 at the time of temporary connection is determined. As a result, the clutch 20 can be quickly moved to the clutch stroke st3. Further, since the engagement start point of the clutch 20 is obtained by learning, the movement amount of the clutch 20 can be set to the movement amount corresponding to the secular change.

Further, according to the present embodiment, when the engine speed NE and the input shaft speed Nin substantially match after the clutch 20 is disengaged, the main transmission 320 is set to neutral and the clutch 20 is connected. As a result, when gearing into a new target transmission stage, the rotation speed of the gear with which the transmission sleeve is engaged can be appropriately synchronized with the rotation speed of the transmission sleeve. Therefore, it is possible to prevent the occurrence of gear noise during shifting.

Further, according to the present embodiment, the counter shaft brake 32a is used to reduce the input shaft rotation speed Nin to the target input shaft rotation speed Nint (synchronous rotation speed at the target shift stage). As a result, the input shaft rotation speed Nin can be quickly reduced to the target input shaft rotation speed Nint. Therefore, it is possible to shorten the shift time.

Further, according to the present embodiment, the control amount of the counter shaft brake 32a is set to a value different from the control amount at the time of power-on-upshift. Therefore, the input shaft rotation speed Nin can be appropriately synchronized with the target input shaft rotation speed Nint.

In the above-described embodiment, the one having the splitter shift unit and the range shift portion has been described as an example, but the description is not limited to this. Specifically, for example, at least one of the splitter transmission and the range transmission may be omitted.

Further, in the above-described embodiment, the one provided with the counter shaft brake has been described as an example, but the present invention is not limited to this. Specifically, for example, the counter shaft brake may be omitted.

Further, in the above-described embodiment, the case where the main transmission unit has a non-synchronous structure (the main transmission unit does not have a synchronization mechanism such as a synchronizer ring) has been described as an example, but the description is not limited to this. Specifically, for example, the main transmission unit may have a synchronization mechanism such as a synchronizer ring.

(Modification example)
Next, a modification will be described with reference to FIGS. 5A, 5B, 5C, 5D and 6. First, the shift control process when the accelerator is off will be described with reference to the flowcharts of FIGS. 5A to 5D. The processes shown in FIGS. 5A to 5D are executed, for example, at a predetermined control cycle while the vehicle is running.

Since steps S21 to S26 are the same as steps S1 to S6 in the above-described embodiment, the description thereof will be omitted.

In step S26-2, the control device 40 determines whether or not the brake is off. This determination can be made, for example, based on the detection result of the brake switch (not shown).

If the brake is not off (step S26-2: NO), the process proceeds to step S27. In step S27, the control device 40 determines whether or not to execute the shift. If the shift is not executed (step S27: NO), the process returns to step S26-2. On the other hand, when the shift is executed (step S27: YES), the process proceeds to step S28. Since step S28 and subsequent steps are the same as those of step S8 and subsequent steps in the above-described embodiment, the description thereof will be omitted.

If the brake is off in step S26-2 (step S26-2: YES), the process proceeds to step S26-3. In step S26-3, the control device 40 determines whether or not to execute the shift. Similar to step S7, general parameters used for shift determination such as accelerator opening degree, vehicle speed, shift operation, etc. can be used for this determination.

When the shift is executed (step S26-3: YES), the process proceeds to step S28. Since step S28 and subsequent steps are the same as those of step S8 and subsequent steps in the above-described embodiment, the description thereof will be omitted.

On the other hand, when the shift is not executed (step S26-3: NO), the process proceeds to step S26-4. In step S26-4, the control device 40 determines whether or not the input shaft rotation speed Nins in the starting gear stage is equal to or less than the _{idle speed NE idle.}

Here, "input shaft rotation speed Nins in the starting gear stage" will be briefly described. The "input shaft rotation speed Nins in the starting gear stage" is the input shaft 31 corresponding to the output shaft rotation speed Nout at that time, assuming that the speed change stage is the starting gear stage at the time of starting the vehicle at that time. The number of revolutions. Assuming that the gear ratio in the starting gear is Rs, Nins = Now × Rs.

If the input shaft rotation speed Nins in the starting gear stage is _{not equal to or less than the idle speed NE idle} (step S26-4: NO), the process returns to step S26-2. On the other hand, when the input shaft rotation speed Nins in the starting gear stage _{becomes equal to or less than the idle speed NE idle} (step S26-4: YES), the process proceeds to step S26-5.

In step S26-5, the control device 40 disengages the clutch 20 and, if necessary, moves the first sleeve 62 in the splitter transmission 310 and the fifth sleeve 74 in the range transmission 330 to the operating position in the starting gear stage. ..

In the following step S26-6, the control device 40 shifts the gear to the starting gear stage.

Next, with reference to the time chart of FIG. 6, an example of the transition of each parameter when the processing shown in FIGS. 5A to 5D is performed will be described. In the following description, the vehicle 1 at time t _10, in a state where the accelerator pedal is depressed, and moving at a constant speed traveling at sixth speed. Further, it is assumed that the starting gear stage is the second speed.

Since the time t ₁₀ to the time t _14-1 is the same as the time t ₀ to the time t _4-1 in FIG. 4A, the description thereof will be omitted.

After time t _14-1 , if the vehicle speed further decreases without making a shift judgment in the brake off state, at time t ₁₆ , the input shaft rotation speed Nins in the starting gear stage is abbreviated as _{idle speed NE idle.} Match. Then, the clutch 20 is disengaged, the third sleeve 66 is moved from the central position to the rear position, and the gear engagement of the second speed, which is the starting gear stage, is completed.

In the above-mentioned modification, when the input shaft rotation speed Nins in the starting gear stage _{substantially matches the idle} rotation speed NE idle, the clutch 20 is disengaged and the gear is put into the starting gear stage. Not limited.

For example, in a state where the input shaft rotation speed Nins in the starting gear stage is _{higher than the idle rotation speed NE idle} , the clutch 20 is disengaged after the engine rotation speed NE is increased, and the engine is moved to the starting gear stage while synchronizing the rotations. You may put the gear in.

Further, for example, after the input shaft rotation speed Nins in the starting gear stage _{becomes lower than the idle rotation speed NE idle} , the counter shaft brake 32a is operated after the clutch 20 is disengaged to synchronize the rotation with the starting gear. You may put the gear in the step.

As described above, according to the modified example, the same effect as that of the above-described embodiment can be obtained. Further, according to the modified example, when the clutch 20 is engaged, the transmission 30 is set to neutral, and the vehicle speed continues to decrease in the brake-off state, the output shaft rotation speed Out is increased in the brake-off state. Since the gear is put into the starting gear stage when the engine speed is sufficiently lowered, the starting operation at the next starting can be performed promptly. In addition, the re-acceleration operation can be quickly performed from the slow running state before the vehicle is stopped.

The shift control device of the present disclosure is suitably used for a vehicle equipped with an automatic mechanical transmission that does not have a synchronization mechanism.

1 Vehicle 3 Housing 10 Drive source (engine)
11 Output shaft 20 Clutch 30 Transmission 31 Input shaft 31a Input hub 31b 1st clutch gear 32 Counter shaft 32a Counter shaft brake 33 Main shaft 33a 2nd clutch gear 33b 1st main hub 33c 3rd clutch gear 33d 4th clutch gear 33e 2 Main hub 33f 5th clutch gear 33g 6th clutch gear 33h 3rd main hub 33j 7th clutch gear 34 Output shaft 34a 8th clutch gear 34b Fixed gear 34c Output hub 40 Control device 41 Engine control unit 42 Clutch control unit 43 Shift control unit 44 Counter shaft Brake control unit 45 Storage unit 51 Propeller shaft 52 Differential 53 Drive shaft 54 Drive wheel 61 1st connection mechanism 62 1st sleeve 63 2nd connection mechanism 64 2nd sleeve 65 3rd connection mechanism 66 3rd sleeve 67 4th Coupling mechanism 68 4th sleeve 70 Planetary gear mechanism 71 Carrier 72 Cylindrical shaft 73 5th connecting mechanism 74 5th sleeve 101 Accelerator opening sensor 102 Engine rotation speed sensor 103 Input shaft rotation speed sensor 104 Output shaft rotation speed sensor 310 Splitter transmission 320 Main transmission 330 Range clutch NE Engine rotation Nin Input shaft rotation Nout Output shaft rotation NE1 threshold NE _idle Idle rotation Nint Target input shaft rotation Nins Input shaft rotation in starting gear stage IG Input gear CG1 1st Counter gear CG2 2nd counter gear CG3 3rd counter gear CG4 4th counter gear CG5 5th counter gear CG6 6th counter gear MG1 1st main gear MG2 2nd main gear MG3 3rd main gear MG4 4th main gear MG5 5th main gear RIG Reverse idler Gear SG Sun gear PG Planetary gear RG Ring gear

Claims (5)

A vehicle shift control device including a clutch capable of connecting and disconnecting power from a drive source and a mechanical transmission capable of shifting and outputting the rotation of the output side of the clutch.
An input unit into which the number of revolutions on the output side of the clutch is input, and
When the number of revolutions on the output side of the clutch after the clutch in the connected state is disengaged substantially matches a predetermined number of revolutions that need to be changed in order to re-accelerate the vehicle. Also equipped with a control unit that temporarily connects the clutch while removing the gear from the current gear.
The transmission torque of the clutch when the clutch is temporarily connected is smaller than the transmission torque of the clutch in the connected state.
Shift control device. A storage unit for storing the engagement start point of the clutch is further provided.
The control unit temporarily holds the clutch based on the relationship between the engagement start point stored in the storage unit and the stroke and transmission torque of the clutch from the engagement start point. Determine the clutch stroke when connecting,
The shift control device according to claim 1. When a new target shift stage is determined after the gear is disengaged and the clutch is connected, the control unit disengages the clutch again and sets the rotation speed on the output side of the clutch to the new target shift. Reduce to the target rotation speed, which is the synchronous rotation speed in the stage,
The shift control device according to claim 1 or 2. The control unit uses the counter shaft brake to reduce the rotation speed of the output side of the clutch to the target rotation speed.
The shift control device according to claim 3. When the rotation speed on the output side of the clutch drops to the target rotation speed, the control unit engages the gear with the new target speed change stage.
The shift control device according to claim 3 or 4.

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