JPH03204475A - Variable speed control device for semi-automatic non-continuous variable transmission - Google Patents

Abstract

PURPOSE:To eliminate the need for complicated operations by changing a target gear stage to the shift-up side when an estimated input shaft rotating speed is more than a shift-up judgement reference value, and changing the target gear stage to the shift- down side when the above input shaft rotating speed is below a shift-down reference value. CONSTITUTION:The variable speed control device of a semi-automatic non-continuous variable transmission operates an actuator in relation to releasing operation of a clutch so that a target gear conforms to an actual gear stage by a shift control means. Besides, an estimated input shaft rotating speed is calculated from signals from a car-speed detecting means and the target gear stage, and when the calculated rotating speed exceeds a shift-up judgement reference value, the target gear stage is changed to the shift-up side by a shift-up judging means, and when the rotating speed is below a shift-down reference value, the target gear stage is changed to the shift-down side. After switching to a changed target gear stage is completed, a further change in the target gear stage is prohibited by a prohibiting means until a specified time elapses. The need for complicated operations of operating a shift indicating-operating body for every gear stage can thus be eliminated.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a speed change control device for a semi-automatic stepped transmission.

Conventional technology: A shift instruction operating body for preliminarily indicating a shift direction is provided, in connection with a clutch release operation.

2. Description of the Related Art A shift control device is known that switches the gear of a stepped transmission in a shift direction instructed by a shift instruction operating body. For example, SAE Paper 861.051 (published by Society of Automotive Engineers: October 20, 1986 -
This is the transmission control device described on pages 171 to 178 of SAE's International Conference on Transportation-Related Electronic Technology on the 22nd.

Problems to be Solved by the Invention Incidentally, in the conventional transmission control device as described above, the shift actuator automatically shifts the gear stage of the stepped transmission in the direction indicated by the shift instruction operating body in connection with a clutch release operation. However, since it is necessary to operate the shift instruction operating body for each gear, there is a drawback that the operation is complicated.

The present invention has been made against the background of the above circumstances,
The purpose is to provide a shift control device for a semi-automatic stepped transmission that is easy to operate.

Means for Solving the Problems The gist of the present invention for achieving the object is, as shown in the claim correspondence diagram of FIG. A gear change control device for a semi-automatic stepped transmission, comprising a shift control means for automatically switching the gear position of the meshing type stepped transmission by a shift actuator so that the gear position matches the gear position,
) vehicle speed detection means for detecting the actual vehicle speed; (b) estimated input shaft rotation speed calculation means for calculating the estimated input shaft rotation speed of the stepped transmission from the target gear stage and the actual vehicle speed; C) When the estimated input shaft rotation speed exceeds a pre-stored shift-up judgment reference value, the target gear is changed to the up-shift side, and the estimated input shaft rotation speed is set to a pre-stored shift-down judgment reference value. (b) a shift determination means for changing the target gear to a downshift side when the shift determination means shifts to the target gear; and target gear change prohibition means for prohibiting the shift determination means from changing the target gear.

Operation and Effect of the Invention With this arrangement, the target gear is changed by determining whether the estimated input shaft rotational speed exceeds the shift-up determination reference value or falls below the shift-down determination reference value by the shift determination means. Therefore, there is no need for the complicated operation of operating a shift instruction operating body for each gear stage, and the gear stage of the stepped transmission can be changed by a simple operation of a clutch operation.

Moreover, until a predetermined period of time has elapsed after the shift to the target gear changed by the shift determination means is completed,
Since the target gear change prohibition means prohibits the shift determination means from changing the target gear, the shift determination means may not be able to shift until the clutch is engaged after the change to the target gear changed by the shift determination means is completed. By changing the target gear by the determination means, for example, returning to the original gear can be prevented.

EXAMPLE Hereinafter, an example of the present invention will be described in detail based on the drawings.

In FIG. 2, the output torque of the engine 10 is transmitted via the clutch 12 and the stepped transmission 14, and from the stepped transmission 14 to the driving wheels via a differential gear and an axle (not shown). It is now possible to do so. When the hydraulic pressure generated in the mask cylinder 18 by the amount of operation applied to the clutch pedal 16 is supplied to the release cylinder 20 of the clutch 12, one of the pair of friction plates of the clutch 12 that are in pressure contact with each other is moved to the release cylinder. separated from the other by 20, claratch 1
2 is set to be in the released state.

The stepped transmission 14 is of the well-known synchronized mesh type and includes two three-position hydraulic cylinders for selecting and driving the shift forks. A shift actuator 22 consisting of;
Four solenoid valves 24 for driving the shift actuator 22 are provided. The shift actuator 22 and the solenoid valve 24 are, for example,
This is the same as that described in JP-112232.

The hydraulic pump 26 driven by the engine 1O is for pumping the hydraulic oil that returns to the reservoir tank 28, and the electromagnetic valve 24 transfers the hydraulic pressure output from the hydraulic pump 26 to the shift actuator 220 oil chamber. Supply selectively.

The stepped transmission 14 includes, for example,
A gear position sensor 32 that detects the actual gear position and supplies a signal representing the gear position to the electronic control unit 30, as described in Japanese Patent No. An output shaft rotation sensor 36 is provided that detects and supplies a signal representing the output shaft rotation speed corresponding to the rotation period to the electronic control device 30. Further, the clutch sensor 38 is provided on the clutch pedal 16 to detect that the clutch 12 is in the released state when the clutch pedal 16 is depressed, and to supply a signal representing the released state to the electronic control unit 30. Additionally, an accelerator sensor 34 detects that the accelerator pedal 33 is released and supplies a signal indicating the idle state (engine braking state when driving) to the electronic control unit 30, and the brake pedal 35 is operated. A brake sensor 37 is provided that detects that the brake is being operated and supplies a signal representing the brake operating state to the electronic control unit 30. Furthermore, it has an instruction operation lever 40 for manually commanding a shift direction such as upshifting or downshifting in forward driving, reverse driving, and neutral prior to the release operation of the clutch 12,
An indicating device 42 is provided that supplies a signal representing the indicated position of the indicating operation lever 40 to the electronic control device 30.

In the pointing device 42, as shown in FIGS. 3 and 4, the pillow ball 43 provided at the longitudinally intermediate portion of the pointing operating lever 40 is supported by a ball receiver (not shown), so that the pointing operating lever 40 is provided so as to be rotatable about the center of the pillow ball 43, and the upper part of the instruction operation lever 40 is guided through a cross-shaped guide hole 46 formed in the guide plate 44, whereby the shift-up position and shift-down position are adjusted. position, reverse travel position, and neutral position. The bush block 48 is guided by a guide means (not shown) so that it can move only in the horizontal direction, and is positioned at a neutral position according to the urging force of four neutral springs 50. The spherical lower end of the instruction operating lever 40 is fitted into an engagement hole 52 formed on the upper surface of the bushing block 48, so that the instruction operating lever 40 engages with the cross-shaped guide hole 46 when not operated. The instruction operation lever 40 is located at the center position and
When the push block 48 is operated, the push block 48 is positioned at a position corresponding to the operation position of the instruction operation lever 40.

There are four pairs of fixed position switches 54u and 54. that output signals representing the operating state to the electronic control unit 30. N,
54D and 54. N, 54. and 54, IN, 54
N and 54NN, and four brackets 56LI, 56D, 56. 1 and 56 are provided, and by detecting movement of the bushing block 48 in four directions, a signal representing the operating position of the instruction operating lever 40 is output. That is, as shown in FIG. 4, four switches 54L1.4.54I1. ．． 54
If signals UPL, DL, RL, and NL indicating that they are being pressed are simultaneously output from RN and 54o, the electronic control unit 30 determines that the instruction operation lever 40 is in the neutral position. Ru. Also, 4
switches 54. +, 54. ．． 54□ or 54N
A signal tJ indicating that one of them is being pressed from
If PH, DH, RH1 or NH is output,
The electronic control device 30 determines that the instruction operation lever 40 is in the upshift position, downshift position, reverse travel position, or neutral position.

The electronic control device 30 includes a CPU 60, a RAM 62, and a ROM 6.
4, a so-called microcomputer including an input interface 66 and an output interface 68, and a CPU 6
0 is RO in advance using the temporary storage function of RAM62.
The input signal is processed according to the program stored in M64, and the solenoid valve 24 is driven, and the stepped transmission 1
The display 70 for indicating the actual gear position of No. 4 and the pre-shift gear position is turned on, and a sound is output from the buzzer 72 for notifying the completion of the gear switching operation.

The operation of the electronic control device 30 described above will be explained below.

In FIG. 1, after the initial setting of the CPtJ 60 provided in the electronic control device 30 is executed in step S1, the target gear stage calculation routine shown in FIG. 5 is executed in step S2. The target gear GEMA is determined based on the operating position of. This target gear GEMA is the target gear before corrections are made to prevent engine overspeed and stop the engine.

In step 52-1 of the target gear position calculation routine of FIG. 5, an upshift determination routine shown in FIG. 6 is executed. In the subsequent step 52-2, a downshift determination routine shown in FIG. 7 is executed. Then, in subsequent steps 52-3 and S2-4, the target gear GEMA is similarly determined in response to the operation of the indicating device 42 to the neutral position or the reverse position.

Step 32-1 of the upshift determination routine of FIG.
-1, whether or not the indicating operation lever 40 is operated to the shift-up position is determined by the switch 54 that is activated when the indicating operation lever 40 is operated to the shift-up position. The determination is made based on whether the signal tJPH from . If it is determined that the instruction operation lever 40 is operated to the shift up position, step 52-1-2
, a counter CUPH for measuring the time elapsed since the instruction operation lever 40 was operated to the shift-up position.
"1" is added to the content of , and step S:2
-1-3, after the contents of the flag XUl)H indicating that the instruction operation lever 40 has been operated to the shift-up position are set to "1", step 52-1-4
At , it is determined whether the contents of the counter CUPH exceed a predetermined judgment reference time t. This judgment reference time t1 is predetermined in order to prevent multiple signal inputs due to high frequency chuckling caused by vibration of the switch 54u itself.

Initially, the content of the counter C1JPH is smaller than the predetermined judgment reference time t1, and the judgment in step S2-1-4 is negative, so in step 52-1-5, it is determined whether the instruction operation lever 40 is in the neutral position or not. Whether or not the switch 54
The determination is made based on whether the signal UPL from U8 is in the on state. In a state where the instruction operation lever 40 is reliably operated to the shift-up position, step 52-
Since the determination in step 1-5 is negative, this routine is ended.

While the above steps are repeatedly executed, when the judgment reference time t has elapsed since the instruction operation lever 40 was operated to the shift-up position, the step S2-1-
Since judgment 4 is affirmed, Step 52-1-10
At this point, it is determined whether the content of the double counting prevention flag XtJPT is "1", which indicates that the determination reference time t1 or more has elapsed since the instruction operation lever 40 was operated to the upshift position. Initially, it is not rlj, so in step 5ll-11 the contents of flag XUPT are rlj.
1J, the target gear GEMA is updated in step 521-14 by adding [Ll to the previous value, and step S: 2-1-17 is updated to increase the gear by one step. Flag XtJPSH
The content of I is set to ``11.'' Step S2 above.
-il 1, the contents of flag XUPT are set to 11'', so in the next cycle, step 521-
10 is affirmed, and this routine is ended.

When the instruction operation lever 40 is returned from the shift-up position, the determination in step S2-1-1 is negative, so in step 5l-1-15, the temperature and the counter CUPH are
After the content of flag X IJ PH is cleared, it is determined in step 52-i16 whether the content of flag X IJ PH is NJ. When the instruction operation lever 40 has not yet reached the neutral position from the shift-up position, the flag XUPH has not been reset, so step 5 is performed.
21-16 is affirmed, and the subsequent steps 52-1-4 and S2-1. -5 is denied and this routine ends 1゜However,
When the instruction operation lever 40 reaches the neutral position from the shift-up position, the determination in step 5l-1-5 is affirmed, so in step 32-1-6, it is determined whether the content of the flag XUPT is "l" or not. be judged. Instruction operation lever 40
Immediately after reaching the neutral position from the shift-up position, the flag XUPT remains set, so the judgment in step 52-1-6 is affirmed, so steps S2-17, 32-18 and S2-19 , flag XLIPT, flag XUPH.

and the contents of counter CUPH are reset to "0".

Further, after the instruction operation lever 40 is once operated to the upshift position, the judgment reference time 1. If the operation is performed toward the neutral position before the elapse of time, step S: 2-1-1.5l-1-15, 52-1 is performed before reaching the neutral position.
-16, S2-14.52-1-5 is repeatedly executed, but when the neutral position is reached, the above step S2-1
-5 and 52-1-6, step 32-11
After Steps 5S2-1-14 and 52-1-13 are executed and the contents of the flag XUPH and counter CUPH are reset to "0", steps 5S2-1-14 and 52-1
17 is executed, the target gear GEMA is updated, and the contents of the flag XLIPSHI are set to "1". In this way, even if the instruction operation lever 40 is operated to the shift-up position and then returned to the neutral position before the judgment reference time t1 has elapsed, one shift instruction is established and the contents of the target gear GEMA are changed to 1. Since the gears are updated, when it is desired to shift the gears of the stepped transmission to multiple gears at once when the vehicle's payload is small or when driving downhill, the instruction operating lever 40 is moved to the shift-up position. By reciprocating multiple times between the
The contents of the target gear position GEMA can be updated to multiple levels, and the gear positions of the transmission 14 can be shifted to multiple levels at once in response to the subsequent operation of the clutch pedal 16.

Then, when the instruction operation lever 40 is returned to the neutral position, after each flag and counter are reset as described above, steps 5l-11, 52-
After steps 1-15 and 52-1-16 are executed, this routine is ended.

In the downshift determination routine shown in FIG.
Step S:2 similar to the upshift determination routine in the figure.
-2-1 to 52-113, and 52-2-15.5
In addition to l-2-16, in connection with the instruction operation lever 40 being operated to the downshift position, the current gear stage GE
Step 52-1-14 to reduce N by one step
or step 52 for further reducing the target gear GEMA determined in the previous downshift instruction by one step.
-2-18 to 5l-2-23 are at step 82 in FIG.
~1-14.52-117 is provided. The main differences in this routine will be explained below.

After the instruction operation lever 40 is operated to the downshift position, the judgment reference time t4 or more has elapsed, or once the instruction operation lever 40 is operated to the downshift position although the judgment reference time 1+ or less has elapsed, step 52 -1-
18 is executed to determine whether the content of the flag XDOWN is rl. If the flag XDOWN has not been set yet, the above judgment is denied, so the flag
After the content of is set to "1", step 512-2
In step 3, it is determined whether the current gear GEN is 1st speed or not. If this judgment is affirmed, the content of the target gear GEMA is set to the first gear and fixed as before in step 52-2-20, but if the above judgment is denied, step `` At 52-2-14, the contents of the target gear GEMA are updated to one gear lower than the current gear GEN.In addition, the contents of the flag XDOWN are updated to the above-mentioned steering knob 52-1-18. "
1", step 52-2-
In step 19, it is determined whether the content of the target gear GEMA is the first gear, and if it is the first gear, the content of the target gear GEMA is changed in the same manner as before in step 52-1-20. It is fixed as the first gear, but
If it is not the first gear, the contents of the target gear GEMA are updated to a gear one step lower than the previous contents in step 32-2-21.

Returning to FIG. 5, in the neutral determination routine of step 52-3 following the upshift determination routine and the downshift determination routine, when the instruction operation lever 40 is operated to the neutral position, the contents of the target gear GEMA are changed to neutral. (Oth speed gear), and
In the reverse determination routine of step S24, when the instruction operation lever 40 is operated to the reverse position, the target gear
The content of MA is the reverse gear.

Returning to FIG. 1, in step S3 following step S2, the content of the flag xupsH1 indicating an upshift instruction is "
1", and in step S4
Then, it is determined whether the content of the flag XDOWN indicating a downshift instruction is "1". If an upshift instruction or a downshift instruction has not been issued by operating the instruction device 42, the determination in step S3 or S4 is affirmative, so after the fail-safe routine in step S7 is executed, step S8 is executed. However, if neither an upshift instruction nor a downshift instruction has been issued, the determinations in steps S3 and S4 are negative, so the auto upshift calculation routine in step S5 and the auto downshift calculation routine in step S6 are performed. are executed in sequence, step S8 is executed.

The fail-safe routine of step S7 is shown in FIG. 8, for example. That is, step 57-
1, the target gear stage GE is calculated from the following equation (1) stored in advance.
Based on MA and the actual vehicle speed S□, the estimated input shaft rotational speed N i *'' after the shift is completed is determined.

In the following step 57-2, the estimated input shaft rotational speed N
ir is a pre-stored judgment criterion (1! No v e
It is determined whether or not it is larger than r. This judgment standard value N. v, , r are estimated input shaft rotational speeds N i h
The maximum allowable rotational speed of the engine 10 is used to determine whether the rotational speed of the engine 10 is within the overspeed region of the engine 10.

In this step 57-2, the estimated input shaft rotational speed N
i PI is the criterion value N. If it is determined that it is not larger than V□, step S76 is directly executed without executing steps 57-3 to 57-5. However, in step S72, the estimated input shaft rotational speed N i h is equal to the determination reference value N. If it is determined that the target gear speed GEMA is larger than v, r, steps 57-3 to 87-5 are executed to modify the target gear stage GEMA.

That is, in step 57-3, the target gear GEMA
By adding "1" to the content of , the gear is set to one step higher than the previous gear, and then step 57
-4, it is determined whether the contents of the target gear GEMA are larger than the highest speed increasing gear (fifth gear) GH. If it is determined that the contents of the target gear GEMA are not larger than the highest speed increasing gear GH, steps 37-1 and subsequent steps are executed again in order to further shift up, but if it is determined that the target gear GEMA is larger. Step 57-5
, the contents of the target gear GEMA are the highest speed increasing gear G
Updated to H. That is, if the engine rotational speed after the gear change operation is expected to exceed the maximum allowable rotational speed of the engine 10, the content of the target gear GEMA is corrected to an increasing gear to prevent the engine 10 from overspeeding. That's what I do.

In step 57-6, the estimated input shaft rotational speed N8, is calculated in the same manner as in step 57-1, and in the subsequent step 57-7, the estimated input shaft rotational speed N is lower than the stupidity judgment reference value N4dl. It is determined whether it is small or not. If it is determined that it is not small, steps 57-8 to S
This routine is ended without executing steps 7-10. However, in step 57-7, the estimated input shaft rotational speed N,.

If it is determined that GEMA is smaller than the determination reference value N8,1, steps 57-8 to S7-10 are executed to modify the target gear stage GEMA.

That is, in step 87-8, the target gear GEMA
After "1" is subtracted from the content of GEMA, the gear is set to be one step slower than the previous gear. In step 57-9, the contents of the target gear GEMA are changed to the lowest gear (first gear). It is determined whether or not the speed is smaller than the speed (speed gear). If it is determined that the contents of the target gear GEMA are not smaller than the first gear, steps 57-6 and subsequent steps are executed again to further downshift.
If it is determined that the target gear position GEMA is smaller, the content of the target gear position GEMA is updated to the first gear position in step S7-10. That is, if the engine rotational speed after the gear change operation is expected to be less than the idle rotational speed of the engine 10, the content of the target gear GEMA is corrected to the deceleration side gear to prevent engine stall.

Further, the automatic upshift calculation routine in step S5 is executed as shown in FIG. 10, for example. That is, first, in step 55-1, automatic upshift calculation is prohibited for t2 seconds after the automatic downshift described below is performed, and the automatic upshift is executed from immediately after the automatic downshift until the clutch is engaged. It is determined whether the content of the subtraction counter CDEC1 is "0" or not. This subtraction counter C
If the content of DECI does not reach "O" and the determination at step 55-1 is negative, this routine is terminated, but if the content of the subtraction counter CDEC1 has reached "0" and the determination at step 55-1 is negative, the routine is terminated. If judgment 1 is affirmed,
In step 55-2, it is determined whether the content of the flag XNRH, which indicates a case where a neutral or reverse direction is instructed by operating the instruction device 42, is "1".

If it is determined that the content of the flag XNRH is "1", this routine is terminated, but if it is determined that the content of the flag XNRH is not "l", the estimated input shaft rotation of this embodiment is Step 55- corresponding to speed calculation means
3, similarly to the fail-safe routine of FIG. 8, vehicle speed SPd and target gear GEM are calculated from equation (1).
Based on A, the estimated input shaft rotational speed N in '' is determined.

In the following step 55-4, it is determined whether the accelerator pedal 33 is returned to the idle position based on the signal from the accelerator sensor 34, and in the following step 5
At step 5-5, it is determined whether or not the brake pedal 35 has been operated based on the signal from the brake sensor 37. If the determination in step 55-4 is negative, the accelerator pedal 33 is depressed and the vehicle is being driven normally, so the contents of the shift-up rotational speed setting value NH are set to NHL in step 55-6. . If the determination at step 55-5 is negative, the vehicle is coasting, so the shift amplifier rotational speed set value NH is set to NHM at step 55-7. If the determination made by the steering knob 55-5 is affirmative, the vehicle is running under braking, so the content of the shift-up rotational speed set value NH is set to NHH in step 55-8. Here, the above set values NHL, NHM, NHH are N
For the purpose of improving fuel efficiency by reducing the difference between LL, NLM, and NLH as much as possible, NHL<NHM<NHH
It is set in this relationship.

Next, step 5 corresponding to the shift determination means of this embodiment
At 5-9, it is determined whether the estimated input shaft rotational speed N8r exceeds the shift-up rotational speed setting value NH. If the judgment in step 55-9 is negative, this routine is terminated, but if the judgment is affirmative, in step S5-10, the target gear GEMA is set to the current state stored when the clutch pedal 16 is released. gear stage GE
It is determined whether or not it exceeds N. Target gear GEMA
If it is determined that the target gear GEMA is higher than the current gear GEN, there is no need to increase the target gear GEMA, so step 35-12 is executed without executing step 55-11. However, if the target gear GEMA is determined to be equal to or lower than the current gear GEN, it is necessary to increase the target gear GEMA, so step 55-11
At , the target gear GEMA is updated to a value that is one step higher than the previous value. and step 55-12
, whether or not the target gear GEMA exceeds the highest speed, for example, if it is the 5th forward gear, the target gear GEM
It is determined whether A has reached "6". If the determination in step S55-12 is affirmative, it is not possible to shift up any further, so the content of the target gear GEMA is limited to the fifth gear in stellar step S5-13, but If the judgment is negative, there is still room for upshifting, so the target gear
This routine is ended without limiting the contents of the MA.

Further, the automatic downshift calculation routine in step S6 is executed as shown in FIG. 11, for example. That is, first, in step 56-1, automatic downshifting is prohibited until t9 seconds have elapsed from immediately after the automatic upshifting, and a period during which the clutch 12 is gradually attempted to be engaged while depressing the accelerator pedal 33 after the automatic upshifting. It is determined whether the content of the subtraction counter CDEC2 for preventing automatic downshift of is r□. If one second has not yet elapsed since immediately after the automatic upshift, this routine is terminated, but if t1 seconds have elapsed since immediately after the automatic upshift, steps 56-2 and subsequent steps are executed. In this step 56-2, the content of the flag XNRH indicating that there is an instruction based on an operation to the neutral position or reverse position is "1".
It is determined whether or not. If the determination at step 56-2 is affirmative, the autoshift operation is not necessary and this routine is ended. However, if the determination in step 56-2 is negative, then in step 56-3, it is determined whether or not the accelerator pedal 33 is returned to the idle position based on the signal from the accelerator sensor 34. At the same time, in the following step 56-4, it is determined based on the signal from the brake sensor 37 whether or not the brake pedal 35 has been operated. If the determination in step 56-3 is negative, the accelerator pedal 33 is depressed and the vehicle is traveling normally, so the content of the downshift rotation speed setting value NL is set to NLL in step 56-5. .

If the determination in step 56-4 is negative, the vehicle is coasting, so in step 866 the contents of the downshift rotational speed setting value NL are set to NLM. If the determination in step 56-4 is affirmative, the vehicle is running under braking, so in step 56-7 the content of the downshift rotational speed setting value NL is set to NLH. Here, the above set value NLL is set to increase the acceleration margin, which is the difference between the estimated input shaft rotational speed N in '' after downshifting and the maximum allowable engine rotational speed, and to improve the acceleration operability after downshifting. The set values NLM and NLH are set for the purpose of obtaining a suitable engine braking effect, and the set values 1, N
They are mutually set in the relationship LL<NLM<NLH. Moreover, as shown in FIG. 16, NLL<NHL, NL
M<NHM.

There is also a relationship of NLH<NHH.

In the subsequent step 56-8, it is determined whether the content of the flag XAUD indicating that an automatic downshift has been performed is "1". If it is determined that the content of the flag XAUD is "1", the auto downshift routine has already been executed and the target gear GEMA has changed to the current gear
Since the vehicle is in a lower gear position, the estimated input shaft rotation speed N i h '' is calculated from the vehicle speed Spd and the target gear GEMA in step 36-9, which corresponds to the estimated input shaft rotation speed calculation means of this embodiment. However, flag XA
If it is determined that the content of UD is not "1", the automatic downshift routine has not yet been executed and the clutch 12 is engaged, so step S6-
10, the estimated input shaft rotational speed N is calculated from the vehicle speed S pd.
i n is calculated.

Initially, the content of the flag XAUD is not set to "1" and steps S6-10 and below are executed, so in step S6-15, the clutch connection state obtained in step 56-10 is estimated. It is determined whether the input shaft rotational speed N8,° has fallen below the shift-down rotational speed setting value NL. Estimated input shaft rotation speed N i
If it is determined that "n" is not lower than the shift-down rotation speed set value NL, there is no need to execute an auto-downshift, and steps S6-13 and subsequent steps are executed. However, if the estimated input shaft rotation Speed N i +a ”
If it is determined that the shift down rotation speed is lower than the set value NL, the contents of the flag
At 6-17, the content of the target gear GEMA is updated to a value lower by "1" than the current gear GEN, for example, if the previous value was the fourth gear, the target gear GEMA is updated to the third gear.

Once the contents of the flag XAUD are set to r1° as described above, steps 56-8 and 56
-9 is executed, in step 56-11 corresponding to the shift determination means of the present embodiment, the estimated input shaft rotation speed N in after the shift down is executed is greater than the shift down rotation speed setting value NL. It is determined whether or not it has fallen below. If it is determined that this estimated input shaft rotational speed N in is not lower than the shift-down rotational speed setting value NL, there is no need to correct the target gear GEMA, so steps 36-13 and subsequent steps are executed. However, if it is determined that the estimated input shaft rotational speed N i n ” is lower than the shift-down rotational speed setting value NL,
In step S6-12, the contents of the target gear GEMA are further lowered by one gear.

Then, in step S6-13, it is determined whether or not the content of the target gear GEMA is "0". If it is not "0", this routine is terminated, but if it is "0", the GEMA The content of is the value “1” corresponding to the lowest speed gear.
” is set. As mentioned above, in this routine, the target gear GEMA is set to a value one step lower than the previous value in the first execution, and the target gear GEMA is lowered one step at a time as necessary from the second execution onward. Since the value can be updated to the value, when the clutch pedal 16 is depressed and the vehicle speed Spd decreases, such as when driving up a hill, downshifts in the - setup can be executed all at once.

Returning to FIG. 1, in step S8, clutch 1
2 is released based on the signal from the clutch sensor 38. If it is determined that the clutch 12 is released, the target gear G is set in step S9.
Whether the EMA and the actual gear IGEN match,
In other words, it is determined whether the gear switching operation by the gear actuator 22 has been completed. Initially, they do not match, so the content of the flag XINC instructing the start of power retransmission is cleared to "0" in step SIO, and the actual gear GEN is cleared in step Sll.
is larger than the target gear GEMA, in other words, it is determined whether the target gear GEMA is a lower gear than the actual gear GEN. This determination is whether to execute a downshift or an amplifier shift.

If the determination in step Sll is affirmative, a predetermined time t is set in the contents of the automatic upshift inhibition subtraction counter CDEC1 in step S12. Further, if the determination in step Sll is negative, a predetermined time t1 is set in the contents of the auto downshift inhibition subtraction counter CDEC2 in step St3. In this embodiment, the step 312 and the step 35-1, and the step S13 and the step 56-1 correspond to target gear change prohibition means, respectively. Then, in step S14 corresponding to the shift control means of this embodiment, a gear change routine is executed, and the shift actuator 22 is adjusted so that the gear position of the stepped transmission 14 becomes the target gear position GEMA.
is activated. This gear change routine is similar to the gear change routine described in, for example, Japanese Patent Laid-Open No. 63-308258. When this gear change is completed, in step S9 of the following cycle, the target gear position GE is set.
Since it is determined that MA and the actual gear GEN match, the buzzer 72 is driven in step 315 to output a sound indicating that the gear change has been completed.

On the other hand, if it is determined in step S8 that the clutch 12 is not in the released state, it is determined in step 316 whether or not the content of the flag XINC is "1". If the determination in step 316 is affirmative, step S22 is directly executed and the sound output of the buzzer 72 is blocked.

However, if the determination in step S16 is negative, this means that this is the first processing cycle after the clutch 12 is engaged after the gear change routine is executed, so power retransmission is started in step S17. Flag XINC is set to "1" and 31B, S19
, in S20, the flags are XUPSHI, which indicates that a manual upshift instruction has been issued, and XDOWN, which indicates that a manual downshift instruction has been issued.
, XAU indicating that an auto downshift instruction has been performed
After the contents of D are cleared to "0", in step 321, the actual gear GEN before the start of the shift operation for use in the next automatic upshift determination routine is set to R.
The information is stored in AM62, and after step S22 is executed, this routine is ended.

Next, the interrupt routine of this embodiment will be explained. FIG. 12 shows the pulse period Δ which is the output signal of the output shaft rotation sensor 36.
FIG. 13 shows an interrupt routine that is executed every time the output signal pulse is input to the electronic control unit 30 in order to sequentially obtain Tsp. FIG. For example, 8 to display on the display 70.
It shows an interrupt routine that is executed in ms*c cycles.

In FIG. 12, in Step 5PDI, the time T S pl when the output signal pulse from the output shaft rotation sensor 36 is input is stored, and in Step 5PD2, the current time T S P I and the previous time T S The pulse period ΔT5p is determined by calculating the difference (Tsp+ −Tspz) from p□. Then, in step 5PD3, in preparation for the next time, the contents of the current output signal pulse generation time Tsp+ are updated as the previous time T, p□.

In FIG. 13, in step SSI corresponding to the vehicle speed detection means of this embodiment, the vehicle speed S□ is calculated by dividing a pre-stored constant value C□ by the pulse period ΔT. This constant value Csp is the distance that the vehicle travels each time one output signal pulse from the output shaft rotation sensor 36 is input. In step SS2, each input signal is read, and in step SS3, the actual gear GEN is displayed on the display 70. FIG. 14 shows this display 70.
The lighting routine is shown below. In step 5S3-1, a lamp indicating 'IJ' corresponding to the first gear in the display 70, a lamp 'IJ' corresponding to the second gear, r2. A lamp that displays "3J" corresponding to the third gear, a lamp that displays "4" corresponding to the fourth gear,
Among the lamps that display "5" corresponding to 5th gear, the lamps that display "R" that corresponds to reverse gear, and the lamps that display "N" that corresponds to neutral, the gear position sensor 32 detects the The gear corresponding to the current gear CEN is lit. In the following step 5S3-2, it is determined whether the content of the flag X0FF for displaying the target gear GEMA in a blinking manner is "1". Flag X0F
If the contents of flag The lamp corresponding to stage GEMA is turned off. In the next step 5S3-5, it is determined whether the contents of the counter CrNV have reached a value corresponding to the lighting period or the lighting period, for example "50". If not reached, step 5S3-8
``1'' is added to the contents of the counter CINV in step 5S3-6, and when the value has been reached, the contents of the counter CINV are cleared to ``O'' in step 5S3-6, and the contents of the flag X0FF are added in step 3S3-7. be reversed. Then, when the above steps are repeatedly executed, not only the lamp indicating the actual gear GEN is lit continuously, but also the lamp corresponding to the target gear GEMA to be changed next is displayed blinking.

At step SS4 in FIG. 13, the subtraction counter routine shown in FIG. 15, for example, is executed. That is,
In step 5S4-1, the subtraction counter CDEC1
It is determined whether or not the content of is "0", in other words, whether or not the subtraction of the subtraction counter CDEC1 set at time t2 has been completed and time tz has elapsed. If it is determined that the value has not reached "0" yet, the content of the subtraction counter CDEC1 is subtracted by "1" in step 5S4-2, and then the next step 5S4-3 is executed. However, if it is determined that the content of the subtraction counter CDEC1 has reached [OJ], in the next step 5S4-3, it is determined whether the content of the subtraction counter CDEC2 is "0" or not. , the subtraction counter C set to
It is determined whether or not time t1 has elapsed since the subtraction of DEC2 was completed. If it is determined that r□ has not yet been reached, the subtraction counter CDE is set in step 334-4.
This routine is terminated after the content of C2 is decremented by "1", but the content of subtraction counter CDEC2 becomes "0".
”, this routine is immediately terminated.

As described above, according to this embodiment, in step S59 of the automatic upshift calculation routine in FIG. In step 56-11 of the automatic downshift calculation routine shown in FIG. 12, the gear position of the stepped transmission 14 is set to the target gear position GE.
Since the transmission is automatically switched to MA, there is no need for the complicated operation of operating a shift instruction operating body for each gear, and the gears of the stepped transmission 14 can be changed by a simple operation of the clutch. be. Note that, as is clear from the above, steps 55-9 and 56-11 correspond to the shift determining means of this embodiment.

Furthermore, when the clutch 12 is released in order to switch to the changed target gear in step S5 or step S6, the corresponding time t from the start of the gear change operation in step 314 until the connection of the clutch 12 is completed, Or during t2, shifting in the opposite direction to the gear change direction is prohibited, so the clutch 12
This prevents the target gear from being changed once to the target gear and then returned to the original gear during the release operation, and also prevents the shift-down judgment reference value NL and the shift-up judgment reference value NH from changing as described later. Even if the difference is set small,
During the releasing operation of the clutch 12, an upshift operation and a downshift operation are prevented from occurring alternately and consecutively.

Further, according to this embodiment, in the auto downshift calculation routine of FIG. 11, step 56-3 or 56
When it is determined in step -4 that the vehicle is running under braking, including engine braking, the downshift determination reference value NL is changed to a value higher by a predetermined value in step 56-6 or 56-7.

Therefore, compared to a case where the shift down judgment reference value is constant, when the vehicle is running under braking, such as engine braking or driving with foot brake braking, the shift down judgment value is changed to a higher value by a predetermined value. Since downshifting is determined based on the downshift determination reference value NL, a suitable engine braking effect can be obtained by switching the gear stage of the stepped transmission 14 in response to clutch operation. In addition, during normal driving with the accelerator pedal 33 of the vehicle depressed, downshifting is determined based on the downshifting judgment reference value NL, which is lowered by a predetermined value compared to when driving under braking. This provides sufficient room for the engine rotational speed to increase, and it is possible to suitably increase acceleration after downshifting.

Further, according to the present embodiment, when the vehicle changes from braking to normal driving, the shift-up judgment reference value NH is changed lower together with the shift-down judgment reference value NL, so that the shift-down judgment reference value NL during normal driving is changed to a lower value. The difference between the shift-up judgment reference value NH and the shift-up judgment reference value NH can be set small. Therefore, the decision to shift up is made in a low range of the estimated input shaft rotational speeds N, , , *, and suitable fuel efficiency characteristics can be obtained.

Further, according to this embodiment, since the target gear GEMA is displayed blinking on the display 70, the clutch pedal 16
There is an advantage that the driver can know in advance the gear to be shifted next before operating the gear.

Although one embodiment of the present invention has been described above based on the drawings,
The invention also applies in other aspects.

For example, in the above embodiment, when the clutch 12 is released in order to switch to the changed target gear in step S5 or step S6, the period from the start of the gear change operation in step S14 until the connection of the clutch 12 is completed Within the time tl or t2 corresponding to
Although the configuration is such that changing the target gear is prohibited and shifting in the opposite direction to the shift direction of the gear change is prohibited, this is not necessarily necessary, and at least the connection of the clutch I2 is completed after the gear change is completed. It is only necessary that the change of the target gear is prohibited until the change is made.

Further, in the above-mentioned embodiment, as the vehicle changes from normal driving to engine braking driving and foot brake braking driving, the shift up judgment reference value NH is changed to become higher as well as the downshift judgment reference value NL. However, even if the shift-up judgment reference value NH is set to a relatively high constant value and only the shift-down judgment reference value NL is changed to a high value as the vehicle is braking, sufficient engine braking action can be obtained during braking. The effect of this can be obtained.

In addition, in the above embodiment, when the vehicle changes from normal driving to engine braking driving, the downshift judgment reference value NL
and the shift-up judgment reference value NH were changed to become higher, and the shift-down judgment reference value NL and the shift-up judgment reference value NH were changed to become even higher as the vehicle was braked using the foot brake. in this way.

Even if the shift-down judgment reference value NL and shift-up judgment reference value NH are changed to be higher by one step only when driving with engine braking or braking with the foot brake instead of two steps, The effect of this can be obtained.

Although one embodiment of the present invention has been described above, various changes can be made to the present invention without departing from the spirit thereof.

[Brief explanation of drawings]

FIG. 1 is a flowchart illustrating the operation of the control device shown in FIG. FIG. 2 is a diagram illustrating a power transmission system for a vehicle including the control device of the present invention. 3 and 4 are diagrams explaining the structure of the pointing device shown in FIG. 2, in which FIG. 3 shows the operating range of the pointing operation lever, and FIG. 4 shows the operating position and switch position of the pointing operation lever. It shows the relationship with the operation of the notch. FIG. 5 is a diagram showing in detail the target gear position calculation routine of FIG. 1. FIG. 6 is a diagram showing the upshift determination routine of FIG. 5 in detail. FIG. 7 is a diagram showing the downshift determination routine of FIG. 5 in detail. FIG. 8 is a diagram showing the fail-safe routine of FIG. 1 in detail. FIG. 9 is a chart showing the gear ratios of each gear stage of the transmission shown in FIG. 2. FIG. 10 is a diagram illustrating the auto upshift calculation routine of FIG. 1. FIG. 11 is a diagram illustrating the auto downshift calculation routine of FIG. 1. Figure 12 is the second
FIG. 6 is a diagram showing an interrupt routine executed every time a pulse signal output from the output shaft rotation sensor shown in the figure is input. FIG. 13 is a diagram showing an interrupt routine executed at a predetermined cycle. FIG. 14 is a diagram illustrating the gear position indicator lighting routine of FIG. 13. Figure 15 is Figure 1. FIG. 12 is a diagram showing a routine for subtracting the subtraction counters in FIGS. 10 and 11; FIG. 16 is a diagram illustrating the downshift determination reference value NL and shift up determination reference value NH that are changed according to the embodiment of FIG. 1. 1st
FIG. 7 is a diagram corresponding to claims of the present invention. 12: Clutch 14: Stepped transmission 22: Shift actuator Step 35-9.36-11: Shift determination means Step 35-3.36-9: Estimated input shaft rotational speed calculation means Step 312.35-1: Target gear Gear change prohibition means Step S13, 56-1: Target gear change prohibition means Step 314: Shift control means Step SSI: Vehicle speed detection means

Claims (1)

[Scope of Claims] Shift control means for automatically switching gears of a mesh type stepped transmission by a shift actuator so that a target gear and an actual gear match in connection with a clutch release operation. A gear change control device for a semi-automatic stepped transmission, comprising: vehicle speed detection means for detecting an actual vehicle speed; and calculating an estimated input shaft rotational speed of the stepped transmission from the target gear and the actual vehicle speed. an estimated input shaft rotational speed calculating means for calculating an estimated input shaft rotational speed; and when the estimated input shaft rotational speed exceeds a pre-stored shift-up determination reference value, the target gear is changed to the upshift side; a shift determination means for changing the target gear to a downshift side when the shift becomes lower than a stored shift-down determination reference value; and a predetermined period of time after the shift to the target gear changed by the shift determination means is completed. 1. A shift control device for a semi-automatic stepped transmission, comprising: target gear change prohibiting means for prohibiting the shift determination means from changing the target gear until the time period has elapsed.