JPH0454049B2 - - Google Patents

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention relates to a speed change control device for electrically automatically controlling the speed change of a gear transmission for a vehicle. The present invention relates to an improvement in which gears are changed by controlling the engine rotational speed to be synchronized with the rotational speed of an output shaft of a transmission driven by the engine or a driven member corresponding thereto.

(Prior art) Conventionally, automatic transmissions for vehicles that combine planetary gears and torque converters have been put into practical use, but since the torque converters are based on fluid transmission, transmission loss is large and fuel efficiency is poor. There was a problem in that the problem was worsened and the size of the device increased.

For this reason, a shift control device for electrically automatically controlling a manual gear transmission has been proposed, as disclosed in, for example, Japanese Patent Laid-Open No. 130749/1983. This device uses fluid pressure to engage and engage the clutch during gear shifting operations, and automates the clutch operation by controlling a servo motor through the operation of a plurality of switching valves. However, with this method, the clutch is operated intermittently by the actuator each time the meshing of the transmission gear is changed, so there are problems in that the actuator loss due to this clutch operation is large and a large capacity actuator is required. be. For this reason, it is advantageous to connect the clutch only when starting, leave it connected while driving, and disconnect it only when stopping; however, if the clutch remains connected while driving,
There is a problem in that gear disengagement and gear engagement cannot be performed smoothly at each shift point.

Therefore, the present applicant first attempted to automatically control the gear shift by smoothly changing the meshing of the gears in the gear transmission as described above by using a small actuator with little actuator loss and gear engagement. (Patent Application No. 56-89083, Patent Application No. 89084)
(see Japanese Patent Application No. 56-89085).
In other words, when the gear is engaged, the throttle valve actuator adjusts the intake pipe negative pressure by -530mm according to the engine speed.
While controlling the opening and closing to a predetermined opening degree that is around Hg, the gear is engaged when the engine is in a no-load state (the engine has never had a positive or negative load), and when engaging a gear, the throttle valve is A throttle valve actuator controls the opening and closing of the engine to synchronize the engine rotation speed with the output shaft of the transmission driven by the engine or the rotation speed of the corresponding driven member to engage the gear. This is what I did.

(Problem to be Solved by the Invention) In the above proposal, when the throttle valve is controlled to open and close so that the engine speed is synchronized with the target speed during gear engagement, the operation of the throttle valve actuator is The speed is kept constant.

By the way, the degree of change in engine speed with respect to the change in throttle valve opening differs between high and low engine speed regions.In the high engine speed region, the degree of engine speed change is small, and in the low region, the engine speed changes It is characterized by a large degree of change.

Therefore, if the operating speed of the throttle valve actuator is constant, when the target rotation speed itself is high, the degree of change in engine rotation speed due to changes in throttle valve opening is small, resulting in poor responsiveness. A problem arises. On the other hand, when the value of the target rotational speed itself is low, the degree of change in the engine rotational speed due to the change in the opening degree of the throttle valve is large, so that a problem arises in that overshoot is likely to occur.

In view of the above, the present invention has been made to improve the above-mentioned proposal, and when gear is engaged, the operating speed of the throttle valve actuator is increased or decreased depending on the value of the target rotation speed itself. By doing so, poor responsiveness at high target rotations and overshoot at low target rotations can be eliminated, and the engine rotational speed can be synchronized with the target rotational speed with good responsiveness and smoothly. The purpose is to

(Means for Solving the Problems) In order to achieve this object, the solving means of the present invention, as shown in FIG. Gear changes are performed by controlling the opening and closing of a throttle valve to synchronize the engine rotational speed with the rotational speed of the output shaft of a transmission driven by the engine or the corresponding driven member. The target is a gear change control device for a gear transmission for a vehicle. and an engine rotation speed sensor that detects the rotation speed of the engine or a driving member corresponding to the engine, an output shaft rotation speed sensor that detects the rotation speed of the output shaft of the transmission or the corresponding driven member, and a transmission a shift position sensor that detects the shift position of the engine, a throttle valve actuator with variable operating speed that controls opening and closing of the throttle valve, and an engine synchronization target based on the outputs of the output shaft rotation speed sensor and shift position sensor. The rotational speed is calculated, and the operating speed of the throttle valve actuator is increased or decreased depending on the value of the target rotational speed, so that the actual engine rotational speed based on the output of the engine rotational speed sensor is changed to the target rotational speed. and a controller that controls to synchronize with the number.

(Function) As a result, in the present invention, the operating speed of the throttle valve actuator is set to By increasing the speed, poor responsiveness can be resolved. On the other hand, when the target rotational speed itself is low, overshoot can be eliminated by slowing down the operating speed of the throttle valve actuator to alleviate the characteristic that the degree of change in engine rotational speed is large in response to changes in throttle valve opening. be done. Therefore, gear engagement can be performed by smoothly synchronizing the engine rotation speed with the target rotation speed with good responsiveness.

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

In FIG. 1, 1 is an engine, 2 is a clutch, 3 is a gear transmission, and 4 is a controller.

A throttle valve 6 is provided in the intake pipe 5 of the engine 1, and the opening and closing of the throttle valve 6 is controlled by a throttle valve actuator 7 whose operating speed is variable. Further, the engine 1 is provided with an engine rotation speed sensor 8 that detects the rotation speed of the engine 1 . On the other hand, an exhaust valve 10 is provided in the exhaust pipe 9 of the engine 1,
The exhaust valve 10 is an exhaust valve actuator 1
The opening and closing are controlled by 1.

The clutch 2 is constructed of a dry type clutch in which the clutch stroke and transmission torque are proportional, and the clutch 2 is connected to a clutch actuator 12.
Intermittently controlled by

The gear transmission 3 has, for example, five sets of forward speed change gears with different gear ratios that transmit the driving force of the engine 1, one set of reverse speed change gears, and three sleeve gears that change the meshing of these speed change gears. It is a countershaft type 5-speed gear transmission. In the gear transmission 3, a sleeve gear is shift-controlled by a gear change actuator 13, and the meshing of the speed change gears is changed to perform a speed change operation.

The controller 4 includes a CPU 14 composed of a microcomputer or a logic circuit, an input interface 15, and an output interface 16.
It consists of. The input interface 15 receives output shaft rotation from an output shaft rotation speed sensor (not shown) that detects the rotation speed of the output shaft of the gear transmission 3 as a driven member driven by the engine 1 based on the vehicle speed. number signal (vehicle speed signal) S ₁ , throttle opening signal (accelerator signal) S ₂ from a throttle opening sensor (not shown) that detects the opening of the throttle valve 6 based on the amount of depression of the accelerator pedal, the engine rotation mentioned above. Engine speed signal from number sensor 8
S ₃ , a shift position signal S ₄ from a shift position sensor (not shown) for detecting the shift position of the gear transmission 3, and various other sensor signals S ₅ such as an intake pipe negative pressure signal are input, respectively. After these signals are processed by the CPU 14, the actuators 7, 11, 12, and 13 are controlled by the output signals from the output interface 16.

Next, a shift control system using the controller 4 will be explained with reference to FIGS. 2 to 4.

FIG. 2 shows the overall flow of signal processing executed by the CPU 14, FIG. 3 shows the start control subflow in the overall flow, and FIG. 4 shows the shift control subflow in the overall flow.

In the overall flow of Fig. 2, the engine rotation speed sensor 8 detects whether or not the engine 1 is rotating, and if Yes, the start control subflow (Fig. 3)
to go into.

In the start control subflow shown in Figure 3, if you start with Yes, it is determined whether the shift range is in D (drive), 1 (1st gear), or 2 (2nd gear) other than P (parking) or N (neutral). If Yes, determine whether the accelerator pedal has been depressed based on the presence or absence of the accelerator signal _S2 , and if Yes
If so, the engine speed Ven is measured by the engine speed sensor 8, the clutch stroke position is calculated, and the clutch actuator 12 of the clutch 2 is
issue a clutchion command. Here, the relationship between engine speed Ven and clutch stroke is
As shown in the graph, when the accelerator pedal is depressed from idling, the clutch stroke increases as shown by characteristic line B in proportion to the rise in engine speed shown by characteristic line A, and clutch 2 gradually engages. , the clutch is in a connected state with a full stroke. Then, it is determined whether or not this clutch stroke has been completed, and if YES, the start control subflow (FIG. 3) ends, and the vehicle continues running.

When the vehicle starts running as described above, the process returns to the overall flow shown in Figure 2 and calculates the accelerator pedal depression amount.
The driving condition of the vehicle is measured using Vac, vehicle speed Vsp, and engine rotation speed Ven, and as shown in the graph of Fig. 6, 1st speed - 2
Shifting is determined based on the shift points of upshifting (indicated by a solid line) or downshifting (indicated by a dotted line) from 2nd speed to 3rd speed, 3rd speed to 4th speed, and 4th speed to 5th speed. In this case, if No, whether or not to stop, that is, engine rotation speed Ven - reference rotation speed Ves (1000r.pm or less) > 0
If the answer is No, the running state of the vehicle is measured again, and if the answer is Yes, a clutch off command is issued to the clutch actuator 12 to immediately disengage the clutch 2. On the other hand, if the shift determination is Yes, the shift control subflow (FIG. 4) is entered.

In the shift control subflow shown in FIG. 4, if you start from Yes, the gear change actuator 13
A gear disengage command is issued, the intake pipe negative pressure Vu is measured, and this intake pipe negative pressure Vu and a constant are
Compare with _K1 . Here, the above constant _K1 is the intake pipe negative pressure value at which the engine 1 is in a no-load state when the opening degree of the throttle valve 6 is set to a predetermined opening degree according to the engine speed, and is a value of around -530 mmHg. It is.
Then, by comparing Vu and K ₁ above, Vu<K ₁
When Vu >
When _K1 , a throttle valve open command is issued to the throttle valve actuator 7.

Further, referring to the graph in FIG. 7a or FIG. 7b showing the timing of the gear date engagement command at the time of shift up or downshift, the gear switching actuator 13 shifts and controls the sleeve gear according to the gear date engagement command, and the current A gear disengage operation is started to disengage the gears of the gear. With the start of this gear date engagement operation, the opening of the throttle valve 6 is controlled to a predetermined opening such that the intake pipe negative pressure Vu becomes K ₁ (-530 mmHg), and the gear date is engaged smoothly with no load on the engine. be.

Then, by the gear disengage operation, it is determined whether or not the gear disengage is completed, and if Yes, the gear switching actuator 13
At the same time, a gear engagement command is issued, the engine speed Ven is measured, and a target engine speed V _T is calculated based on the vehicle speed signal S ₁ and the shift position signal S ₂ . Here, the target engine speed V _T
When the gears are engaged, the gear ratio of the transmission gears that are meshed changes, so the meshing will not be smooth unless synchronized with the engine speed.
This is the engine speed that lowers the engine speed when engaging a gear in the upshift direction, and increases the engine speed when engaging a gear in the downshift direction to synchronize with the rotation of the transmission gear. This is the value (Vsp x GR) multiplied by the gear ratio GR at the shift position.

Further, the controller 4 stores data on the throttle valve control constant for each engine speed, that is, the operating speed value P of the throttle valve actuator 7 at each address, and also stores the data of the throttle valve control constant for each engine speed, and the target engine speed V _T The storage unit includes a storage unit in which the address of each data is specified according to the calculated value.
Therefore, the target engine speed V _T calculated above is
The value is converted into an address and compared with the address in the storage section to specify the data address, and the throttle valve control constant (operating speed value of the throttle valve actuator 7) is determined according to the value of the target engine speed V _T. )P is read. Here, the throttle valve control constant P changes in size depending on the value of the target engine speed V _T , and is set to be small when the target engine speed is low and to be large when the target engine speed is high. It is a value. That is, when the value of the target engine speed V _T is low, the operating speed of the throttle valve actuator 7 is slowed down to control the opening of the throttle valve 6 without _overshoot .
When the value of is high, the operating speed of the throttle valve actuator 7 is increased, the opening of the throttle valve 6 is controlled with good response, and the engine speed Ven is synchronized with the target engine speed V _T. is carried out.

Next, the engine speed Ven and the target engine speed V _T are compared, and when Ven<V _T (7th
During the downshift shown in Fig. b), a throttle valve open command is issued to the throttle valve actuator 7, and the throttle valve 6 is controlled at a throttle valve control constant P corresponding to the value of the target engine speed V _T. Open it and increase engine speed. Since this adjustment in the open direction responds in a relatively short time, the target engine speed immediately increases to V _T , and
The gear switching actuator 13 is engaged at the control end point b of the target engine speed V _T shown in FIG. 7b, and the gears are smoothly engaged in synchronization with the engine speed.

On the other hand, when Ven>V _T as a result of the comparison between the engine speed Ven and the target engine speed V _T (at the time of shift up in Fig. 7a), (Ven−V _T ) is further compared with the constant K ₂ . . Here, K ₂ is a constant having a small value, for example, the engine rotation speed, for example, about 100 rpm.

Then, when (Ven-V _T )<K ₂ , a throttle valve close command is issued to the throttle valve actuator 7 by a deceleration signal similar to the acceleration signal, and the throttle valve 6 is adjusted to the above-mentioned target engine speed V. Throttle valve control constant P according to the value of _T
But close it and lower the engine speed. This adjustment in the closing direction has poor responsiveness, but (Ven−
When V _T ) is smaller than K ₂ , the amount of adjustment is small, so it responds in a short time and there are few practical problems.
The engine speed immediately drops to the target engine speed V _T and the 7th
The gear change actuator 13 is engaged at the end point b of the control to the target engine rotational speed V _T shown in Figure a.

Further, when (Ven-V _T )>K ₂ , a throttle valve close command is issued to the throttle valve actuator 7, and at the same time, an exhaust valve close command is issued to the exhaust valve actuator 11. In this case, since (Ven−V _T ) is larger than K ₂ and the amount of adjustment is large, responsiveness is ensured by closing the exhaust valve 10 and applying engine braking using the exhaust brake. The engine speed decreases to the target engine speed V _T , and the gear change actuator 13 is similarly engaged at the end point b of the control to the target engine speed V _T.

Therefore, the gear engagement controls the opening of the throttle valve 6 with a throttle valve control constant P corresponding to the value of the target engine speed V _T to increase the engine speed Ven with good responsiveness and without overshoot. Since it can be synchronized with the target engine speed _VT , it can be performed smoothly and reliably.

Thereafter, it is determined whether gear engagement is completed or not, and if Yes, a throttle valve recovery command is issued to the throttle valve actuator 7, and the shift control subflow (FIG. 4) comes to an end.

After shifting, the system returns to the overall flow shown in FIG. 2, measures the running state of the vehicle again, and performs an automatic shift operation while repeating the above-mentioned shift control sub-flow (FIG. 4).

The throttle valve 6 is a throttle valve actuator that puts the engine 1 in a no-load state at the time of gear change, that is, at the time of gear disengagement and gear engagement, and synchronizes the engine speed Ven with the target engine speed _VT . In order to perform the opening/closing control using the motor 7, it is necessary to cut off the interlocking relationship with the accelerator pedal, and to restore the interlocking relationship with the accelerator pedal after shifting.

FIGS. 8 and 9 show a specific example of the throttle valve actuator 7. As shown in FIG. In the figure, 20 is a motor whose rotation is controlled by the controller 4. As shown in FIG. A worm gear 22 is fixed to the output shaft 21 of the motor 20, a worm wheel 23 meshes with the worm gear 22, and a valve shaft of the throttle valve 6 is connected to the shaft portion 23a of the worm wheel 23 via a joint mechanism 24. 6a is connected, and the rotation of the motor 20 causes the valve shaft 6 to
The throttle valve 6 is opened and closed by rotating a. The controller 4 controls the rotational speed (operating speed) of the motor 20 to increase or decrease depending on the value of the target engine rotational speed V _T , thereby controlling the target engine rotational speed.
When the motor 20 has a low V _T and the motor 20 rotates at a low speed, the opening/closing speed of the throttle valve 6, that is, the throttle valve control constant P, is reduced, while when the motor 20 has a high target engine speed V _T and the motor 20 rotates at a high speed, the throttle valve 6 opens and closes. It is configured to increase the speed (throttle valve control constant P). still,
25 is a throttle opening sensor that detects the opening of the throttle valve 6 based on the rotation angle of the shaft portion 23a of the worm wheel 23 which is integrally connected to the valve shaft 6a of the throttle valve 6; 26 is the joint mechanism 2;
The throttle valve 6 is attached to the outer periphery of the throttle valve 6 to prevent rattling in the joint mechanism 24 portion.
This spring is used to accurately control the opening of the valve.

(Effects of the Invention) As explained above, according to the present invention, the engine rotation speed is synchronized with the rotation speed of the driven member such as the output shaft of the transmission by controlling the opening and closing of the throttle valve to synchronize the meshing of the transmission gears. In a gear change control device for a gear transmission for a vehicle, which changes gears by switching in the same state, when a gear is engaged, the operating speed of the throttle valve actuator is increased or decreased depending on the value of the synchronized target rotation speed of the engine. Since the engine speed is synchronized with the target speed by changing the engine speed, even though the degree of change in engine speed in response to changes in throttle valve opening differs between high and low engine speed regions, the target speed can be synchronized with the target speed. It can be synchronized with good response when the rotation speed is high, and can be synchronized without overshoot when the target rotation speed is low, making it possible to perform gear engagement smoothly and reliably, greatly contributing to the practical application of automatic shift control for gear transmissions. It is something.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, and FIG. 1 shows the overall system, FIG. 2 shows the overall flow of the controller, FIG. 3 shows the start control subflow in FIG. 2, and FIG. The figure shows the shift control subflow in Figure 2, Figure 5 is a graph showing the relationship between engine speed and clutch stroke, Figure 6 is a graph showing the shift timing, Figures 7a and 7b are graphs showing the timing of the gear day engagement command and the gear engagement command at the time of upshifting and downshifting, respectively;
FIGS. 8 and 9 show a specific example of a throttle valve actuator, with FIG. 8 being a vertical side view and FIG. 9 being a partially cutaway front view. DESCRIPTION OF SYMBOLS 1... Engine, 2... Clutch, 3... Gear transmission, 4... Controller, 6... Throttle valve, 7... Throttle valve actuator, 8... Engine rotation speed sensor, 10... Exhaust valve, 11...Exhaust valve actuator, 1
2...Clutch actuator, 13...Gear switching actuator.

Claims (1)

[Claims] 1 The meshing of a plurality of transmission gears with different gear ratios that transmit the driving force of the engine is controlled by opening and closing of a throttle valve to control the engine rotational speed on the output shaft of a transmission driven by the engine or corresponding thereto. A gear change control device for a vehicle gear transmission that changes gears in synchronization with the rotational speed of a driven member that detects the engine rotational speed of the engine or the corresponding driving member. an output shaft rotation speed sensor that detects the rotation speed of the output shaft of the transmission or the corresponding driven member, a shift position sensor that detects the shift position of the transmission, and a throttle valve that controls the opening and closing of the throttle valve. A synchronous target rotational speed of the engine is calculated based on the outputs of the throttle valve actuator whose operating speed is variable, the output shaft rotational speed sensor and the shift position sensor, and the above-mentioned engine rotational speed is calculated depending on the level of the target rotational speed value. The present invention is characterized by comprising a controller that increases or decreases the operating speed of the throttle valve actuator so as to synchronize the actual engine speed based on the output of the engine speed sensor with the target engine speed. Shift control device for gear transmissions for vehicles.