JPH05338471A - Speed shift controller for transmission - Google Patents

Abstract

PURPOSE:To conduct the release of a present speed shift step synchroclutch means smoothly, rapidly and surely. CONSTITUTION:A speed shift controller is composed of a speed shift command means U; a speed shift actuator A2 to conduct the release and engagement of a synchroclutch R; and a fuel injection controlling means M2, and at the time of a speed shift signal having been received, the fuel injection controlling means M2 conducts initial cut control to reduce engine output suddenly and drastically during a time that is from this signal receiving time till a first time, and in continuation, conducts intermittent cut control to reduce this engine output gradually to an approximate non-load state during a time that is a second time. Meanwhile, the speed shift actuator A2, upon receiving a speed shift signal from the speed shift command means U, starts the release operation of the present speed shift step synchroclutch, and completes the release of this clutch when the relationship between the drive side and the driven side of the present speed shift step synchroclutch has fallen into an approximate non-load state in the intermittent cut control, and changeover to a neutral speed shift step is carried out.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention disengages the synchro clutch means for the current shift stage in response to a shift signal and shifts the gear by engaging the synchro clutch means for the next shift stage via the neutral state. The present invention relates to a shift control device adapted to perform the following. The synchromesh means means not only a clutch having a synchromesh mechanism but also a clutch having a roller synchromesh mechanism, a clutch having a dog tooth mechanism, etc. to engage the clutch by mechanical engagement. Say the clutch that became.

[0002]

2. Description of the Related Art A transmission disclosed in US Pat. No. 4,817,451, for example, is known as a transmission for performing shift control by engaging control of such a synchro clutch means. In this transmission, a roller synchro mechanism is used as a synchro clutch means.

Further, in a transmission using such a synchro clutch means, an automatic transmission in which the shifting is automatically performed is disclosed in Japanese Patent Laid-Open No. 61-94830. In the synchro clutch means, when the rotation of the input / output member in the clutch means is asynchronous, the torque transmitted through this clutch acts as a force to prevent the release and engagement of this clutch means, which is necessary for so-called gear removal. Since the required force becomes large, the torque transmitted through this clutch becomes zero, and it is necessary to disengage or engage the clutch when the gear removal force becomes almost zero.

For this reason, in the transmission disclosed in this publication, when the gear shift is performed, the gear shift actuator applies a minimum force necessary for shifting the current speed synchro clutch means to the neutral state, In parallel with this, the engine throttle is gradually closed to reduce the engine output, and the torque transmitted from the engine through the current speed synchro clutch means becomes almost zero to release the current speed synchro clutch means. When the required force becomes almost zero (that is, when the relationship between the driving side and the driven side in the current speed-shift synchro clutch means becomes almost no load), it is configured to naturally shift to the neutral state. is doing.

In such control, when the engine output torque transmitted through the current speed-shift synchro clutch means suddenly decreases to zero (no load state) and further suddenly decreases to a negative value, the engine output torque In some cases, the time for zero becomes extremely short, so-called gear removal cannot be performed, and it may not be possible to shift to the neutral state. For this reason, in the control disclosed in the above publication, the throttle is gradually closed to gently reduce the engine output torque so that the gear can be surely disengaged.

[0006]

However, when such control is performed, the engine throttle is gradually closed after the gear shift command is output. Therefore, the current gear shift stage clutch means is output after the gear shift command is output. There is a problem that it takes time until the neutral state is released and the neutral state is set, and the shift operation becomes slow.

The present invention has been made in view of these problems.
To provide a shift control device capable of smoothly, quickly, and reliably releasing a current speed synchro clutch means when a shift is performed by engagement / release control of the synchro clutch means. To aim.

[0008]

In order to achieve such an object, according to a first aspect of the present invention, a gear shift command means for outputting a gear shift signal and a gear shift actuator for releasing and engaging a synchronizing clutch means. And the engine output control means for controlling the engine output, and when a shift signal is received from the shift command means, the engine output control means receives the shift signal for a first time period. Performs a first output adjustment control that sharply reduces the engine output, and then performs a second output adjustment control that gradually changes the engine output during a second time period.
On the other hand, when the speed change actuator receives the speed change signal from the speed change command means, in parallel with the control by the engine output control means, the speed change actuator starts the disengagement operation of the current speed change step synchro clutch means and the second output by the engine output control means. In the adjustment control, when the relationship between the driving side and the driven side of the current speed-shift synchro clutch means is in a substantially no-load state, the release of the current speed-shift synchro clutch means is completed to shift to the neutral state.

In a second aspect of the present invention, a gear shift command means for outputting a gear shift signal, a gear shift actuator for releasing and engaging the synchro clutch means, an engine output generating means for generating an engine output, and A shift control device is constituted by the engine output control means for controlling the operation of the engine output generation means, and when the shift control device receives the shift signal from the shift command means, the engine output control means operates from the time when the shift signal is received. During the time, the first output adjustment control for cutting off the operation of the engine output generating means is performed,
Subsequently, during the second time period, the second output adjustment control for intermittently cutting off the engine output generating means is performed. On the other hand, when the shift actuator receives the shift signal from the shift command means, the engine output control is performed. In parallel with this, the releasing operation of the synchro clutch for the current shift stage is started, and in the second output adjustment control by the engine output control means, the relationship between the driving side and the driven side in the synchro clutch means for the current shift stage is substantially no load. When this occurs, the disengagement of the current shift stage synchro clutch is completed to shift to the neutral state.

In the second aspect of the invention, the engine output generation means includes an engine ignition control means and a fuel injection control means, and the ignition output or the fuel injection operation is completely cut off in the first output adjustment control. In the second output adjustment control, the ignition operation or the fuel injection operation is intermittently cut.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows the overall configuration of a shift control device according to an embodiment of the present invention. This shift control device includes a multi-stage transmission M and an electronic control unit U which are connected to a rear portion of an in-line four-cylinder engine E via a clutch C. The engine E is provided with a throttle valve T for changing its rotational speed, and a throttle actuator A1 for adjusting the opening thereof and a throttle opening sensor S1 for detecting the opening thereof are connected to the electronic control unit U. There is. The clutch C is connected to the clutch pedal Pc via a wire cable W. The clutch C is provided with a clutch damper D having an orifice control solenoid valve V, and clutch engagement control is performed by hydraulic pressure. Furthermore, a clutch stroke sensor S2 for detecting the position of the lever L interlocking with the clutch damper D is connected to the electronic control unit U.

A spark plug P and a fuel injection valve F are provided as means for causing the engine E to generate an output, and the engine output control by the operation control of these is performed by the electronic control unit U. Ignition control means M1 and fuel supply control means M2 are arranged in the lines from the electronic control unit U to the spark plug P and the fuel injection valve F, respectively, and these control means M1, M2 and the electronic control unit U will be described later. As described above, the ignition and ignition cut control of the spark plug P and the fuel injection and fuel cut control are performed.

Between the main shaft SM and the counter shaft SC of the multi-stage transmission M, there are arranged a plurality of gear trains for establishing a desired gear stage, and each gear train has its gears connected to the main shaft SM. A roller synchronizing mechanism R for fastening to the counter shaft SC is mounted. The roller synchronizing mechanism R is driven by a drum-type shift actuator A2 connected to the electronic control unit U, and its shift position is detected by the shift position sensor S3 and displayed on the shift position indicator I.

On the steering wheel H, a shift up lever Lu for outputting a shift up shift command and a shift down lever Ld for outputting a shift down shift command.
There is provided a steering shift mechanism Ss having the following, and this is connected to the electronic control unit U. Further, the electronic control unit U includes an accelerator pedal sensor S4 for detecting the position of the accelerator pedal PA, an engine rotation sensor S5 for detecting the rotation speed of the crankshaft of the engine E, and a rotation speed of the main shaft SM of the multi-stage transmission M. A main shaft rotation sensor S6 that directly detects the rotation speed and a counter shaft rotation sensor S7 that detects the rotation speed of the counter shaft Sc of the multi-speed transmission M from the rotation speed of the input gear of the operating device are connected. The electronic control unit U is connected to the battery B charged by the generator G and supplied with power.

Next, the structure of the roller synchronizing mechanism R will be described with reference to FIGS. As shown in FIG. 2, the rotating shaft 1 which constitutes the main shaft SM or the counter shaft SC of the multi-stage transmission M supports a gear 3a at the n-th speed stage via a needle bearing 2a so as to be relatively rotatable. At a position axially separated from the gear 3a by a predetermined distance, a gear 3b at the (n + 1) th gear stage is rotatably supported by the rotary shaft 1 via a needle bearing 2b. A sleeve 8 is axially slidably supported via a spline 7 on the outer circumference of a boss 6 connected to the rotary shaft 1 by a spline 5 between the gears 3a and 3b. By moving in the axial direction by the tip portion 9 of the fork, the gear 3a of the n-th gear or the gear 3b of the (n + 1) -th gear is integrally fastened to the rotary shaft 1 to establish the gear.

As will be apparent by referring to FIG. 3 together,
A ring-shaped inner cam 10a is integrally provided on the boss 6 so as to be located in a recess 3a1 formed on the side surface of the gear 3a at the n-th gear stage.
A large number of V-shaped cam grooves 10a1 are formed on the outer periphery of a. Then, the cam groove 10 of the inner cam 10a
A plurality of rollers 12a are arranged between a1 and the roller contact surface 3a2 formed on the inner circumference of the recess 3a1 of the gear 3a.

Between the inner cam 10a and the roller abutting surface 3a2 of the gear 3a, the ring-shaped retainer 1 has an outer circumference slidably contacting the roller abutting surface 3a2 of the gear 3a.
3a is provided (see FIG. 4). The retainer 13a has a plurality of roller support holes 13a1 penetrating in the radial direction corresponding to the positions of the cam grooves 10a1. Inside the retainer 13a, the rollers 12a are held so as to be slightly movable in the radial direction. There is. And, on the inner circumference of the retainer 13a,
A dowel entry groove 13a2 that opens in one side surface and extends in the axial direction
Are formed at intervals of 120 degrees.

On the other hand, a dowel 8a is provided on one side of the sleeve 8.
The dowel 8a is engaged with and disengaged from the dowel entry groove 13a2 of the retainer 13a by axially moving the sleeve 8 via the spline 7 (see FIG. 5). When the dowel 8a is engaged with the dowel entry groove 13a2, the inner cam 10a and retainer 13a are
The roller 12a is positioned in the state shown in FIG.
Fit in the center of a1.

Since the roller synchronizing mechanism R at the (n + 1) th shift stage has substantially the same structure as the above-described roller synchronizing mechanism R at the nth shift stage, the reference numeral b is added to the reference numeral.
The redundant description will be omitted by adding.

The operation of the roller synchronizing mechanism R having such a structure will be described by taking the roller synchronizing mechanism on the n-th gear stage side as an example. The sleeve 8 is in the neutral position shown in FIGS. 2 and 5, and its dowel 8a is the retainer 1 of the gear 3a.
When the inner cam 10a and the retainer 13a are fitted in the dowel entry groove 13a2 of the 3a, the inner cam 10a and the retainer 13a are positioned in the state of FIG. To be done. Then,
The roller 12a held by the retainer 13a moves radially inward inside the roller support hole 13a1 and is slightly separated from the roller contact surface 3a2 of the gear 3a.

In this state, the outer peripheral surface of the retainer 13a and the roller contact surface 3a2 of the gear 3a slip and the transmission of torque between the rotary shaft 1 and the gear 3a is interrupted. At this time, the dowel 8a of the sleeve 8 is also attached to the retainer 13 on the gear 3b side.
It is fitted in the dowel entry groove 13b2 of b, and the torque transmission between the rotary shaft 1 and the gear 3b is also cut off. As a result, the roller synchronizing mechanism R is in a neutral state.

When the sleeve 8 is moved in the direction of arrow A from this state to disengage the dowel 8a from the dowel entry groove 13a2, the retainer 13a and the inner cam 10a are relatively rotatable. Therefore, these are slightly rotated relatively by the torque applied from the rotary shaft 1 or the gear 3a, and the roller 12a is strongly pushed outward in the radial direction inside the roller support hole 13a1 by the cam groove 10a1 of the inner cam 10a. Is pressed against the roller contact surface 3a2. As a result, the inner cam 10a and the gear 3a, that is, the rotary shaft 1 and the gear 3a are integrally fastened, and the n-th shift stage is established. When the sleeve 8 is moved in the direction of the arrow B in the opposite direction to the above, the rotary shaft 1 and the gear 3b are integrally fastened by the same action as described above, and the (n + 1) th shift stage is established.

Next, the structure of the shift actuator A2 will be described with reference to FIGS. As shown in FIG. 6, a cylindrical shift drum 2 is provided in a casing 21 of a multi-speed transmission T via a pair of ball bearings 22 and 23.
Both ends of No. 4 are supported, and a driven gear 25 fixed to one end of the shift drum 24 meshes with a drive gear 28 fixed to a drive shaft 27 of a shift motor 26 attached to the casing 21. Therefore, the shift motor 2
6 can control the rotation of the shift drum 24. The shift motor is a pulse motor. Three shift forks 30, 31, 3 are provided on the outer circumference of the shift drum 24 via a pair of slide bearings 29.
Two base portions 33a, 33b, 33c are slidably supported. As will be apparent from FIG. 7 as well, the shift forks 30, 3 are provided on the outer periphery of the shift drum 24.
Three cam grooves 24a, 24b, 24 corresponding to 1, 32
c is engraved, these cam grooves 24a, 24b, 2
Pins 34a, 34b, 34c planted at the bases of the shift forks 30, 31, 32 are engaged with 4c.
The front portion 9 of each shift fork 30, 31, 32
a, 9b and 9c operate the roller synchronizing mechanism R 3
It is engaged with the individual sleeve 8 (see FIG. 2).

The transmission according to the present invention can set five gear stages from LOW to 5TH as the forward gear stage, and therefore has five sets of roller synchronizing mechanisms. Of these, four sets of roller synchronizing mechanisms are arranged as a pair of left and right as shown in FIGS. 2 to 5, and are used for setting LOW and 2ND shift speeds and for setting 3RD and 4TH shift speeds, respectively. The remaining one set consists of either the left or right transmission mechanism in FIG.
It is used for setting the H gear position.

These five shift speeds correspond to the shift motor 26.
Is set by controlling the rotation of the shift drum 24. The above-mentioned pins 34a, 34b, 34c are, for example, in the positions shown in FIG. 7 in the N (neutral) shift stage, and when the shift drum 24 is rotated from this state, the pins 34a, 34b, 34c are respectively cammed. Grooves 24a, 2
4b, 24c, whereby the corresponding shift forks 30, 31, at the corresponding gear position,
32 is moved in the axial direction, and each shift speed is sequentially set. For example, when the shift drum 24 is rotationally moved in the direction of arrow C and each of the pins 34a, 34b, 34c is at the LOW position, only the pin 34a is moved to the right and the shift fork 30 is moved to the right. The shift fork 30 operates the roller synchronizing mechanism for the LOW shift speed to operate the LO
The W gear is set. As can be seen from this, in this shift control device, shift control is performed by rotation control of the shift drum by the shift motor 26.

Next, the shift control will be described. This shift control is performed according to the flow shown in FIG.
Whether or not there is an operation signal from the driver for operating the shift-up lever Lu or the shift-down lever Ld of the steering shift mechanism Ss is determined (steps S1 and S2). When there is no operation signal, the normal traveling control is performed, and the electronic control unit U operates the throttle actuator A1 of the throttle valve T based on the output signal of the accelerator pedal sensor S4 that detects the position of the accelerator pedal PA. E rotation control is performed. On the other hand, when the shift-up signal is output, the process proceeds to step S4 to perform the shift-up control, and when the shift-down signal is output, the process proceeds to step S5 to perform the shift-down control.

First, the shift-up control will be described with reference to FIG. 9 by taking the shift from the n-th shift stage (current stage) to the (n + 1) -th shift stage (next stage) as an example. In this control, a shift target value, that is, a rotation target position of the shift drum 24 by the shift motor 26 is calculated from the type of shift-up signal (step S11). Then, the gear disengagement control (step S12) for releasing the roller synchronizing mechanism which sets the current gear stage (nth gear stage) is performed.

This gear removal control is shown in detail in the flow charts of FIGS. 10 to 12 and the time chart of FIG. 14, which will be described below. 10 to 10
FIG. 12 constitutes one flow chart, and means that circles A to E are connected to each other in both figures.

In this control, the rotational position control of the shift motor 26 is performed based on the shift target value (step S2).
1). As a result, the shift motor 26 is driven, and the shift drum 24 causes the position SP of the current shift stage (nth shift stage) with a slight time delay, as shown in FIG. 14B.
From (p) to the next stage (the shift stage to be changed,
The rotational movement is started in the direction of (+1 gear). However, at this time, since the driving force is being transmitted through the synchro clutch mechanism, the sleeve 8 is axially moved by the action of the frictional force due to the driving torque to move the dowel 8a into the dowel entry groove 13a2. Cannot be inserted into. Therefore, in accordance with the rotation of the shift drum 24, the shift fork 30 (31, 32) is moved as shown by SP (1) by the amount of play between the shift fork 30 and the sleeve 8, and is moved to the predetermined position SP (2). Stop in the state of doing. At this position SP (2), the lateral force of the shift motor 26 acts, but the sleeve 8 does not move, and the dowel 8a
Remains disengaged from the dowel entry groove 13a2, and the current-stage synchro clutch R remains engaged.

At the same time, it is detected whether or not the throttle opening TH detected by the throttle opening sensor S1 is larger than the no-load throttle opening THNL (step S22). This detection is based on the relationship between the throttle opening TH and the engine speed Ne, as shown in FIG. 13, because the engine output corresponding torque TQ in the current gear shift roller synchro clutch R is zero (in the current gear shift roller synchro clutch R). This is performed based on the graph showing the unloaded line LNL in which the relationship between the driving side and the driven side is the unloaded state). The throttle opening when positioned on the no-load line LNL is the no-load throttle opening THNL, and can be detected by comparing the actual throttle opening TH with this. Note that this graph is preset for each shift speed.

When the throttle opening TH is larger than the no-load throttle opening THNL, the vehicle is in an accelerating state and goes from the engine E to the drive wheel side, that is, from the main shaft SM to the counter shaft SC via a gear. The driving force is transmitted. When the throttle opening TH is smaller than the no-load throttle opening THNL, the vehicle is decelerated and the driving force is applied from the drive wheels to the engine E, that is, from the counter shaft SC to the main shaft SM via gears. It is in the state of being transmitted.

In a shift-up shift, the reduction ratio is small, so the engine speed Ne is controlled to decrease. For this reason, in this shift-up control, the current-stage synchro clutch R is first accelerated, and then the engine output is decreased so that the engine output corresponding torque in the current gear-shift roller synchro clutch R is zero (that is, the current gear When the relationship between the driving side and the driven side of the roller synchro clutch R becomes no load), the current stage roller synchro clutch R is released. Therefore, step S2
If TH ≦ THNL is detected in step 2, the process proceeds to step S23, the gear removal throttle control is performed to make the throttle opening TH larger than the no-load throttle opening THNL (THNL + α), and the current stage synchro clutch R To accelerate.

Next, in step S24, it is determined whether or not the value of the flag F set to zero as an initial value is zero. Since F = 0 at first, the process proceeds to step S25, the flag F = 1 is set, and the delay timer TIM is set.
Set E1. Then, after this, step S27
TIME1 = TIME1-1 is calculated in step S1, and F = 1 in the subsequent flow, so step S
The control is performed in the order of 24 to steps S28, S29, and S27, and waits for the delay timer TIME1 to elapse.

When the time of the delay timer TIME1 has elapsed and TIME1 = 0, the process proceeds to step S30, the flag F = 2 is set, and the cut timer TIME2 is set (step S31). When the cut timer TIME2 is set, fuel injection cut (initial cut) is started (step S32). Then, after this, step S3
3, TIME2 = TIME2-1 is calculated,
In the flow from the next time, since F = 2, control is performed in the order of step S24 to steps S28, S29, and S30 to S33, and one fuel injection cut (initial cut) during the set time of the cut timer TIME2 is performed. Done.

When the time of the cut timer TIME2 has elapsed and TIME2 = 0, the process proceeds from step S35 to steps S36 and S37, the flag F = 3 is set, and the cancel timer TIME3 is set. And
With intermittent cutting started (step S38),
The progress calculation of the cancel timer TIME3 is started (step S39).

The control in this case is shown in FIG. 14 (a). When the shift-up shift command is output at time t0, the delay until time t1 (delay of TIME1) is followed by the time TIME2 (time t1). From the time t3, the initial cut is performed from time t3) to the intermittent cut in which the fuel cut is repeated in a predetermined cycle.

When the fuel injection is cut in this way, as shown in FIGS. 14 (c) and 14 (d), the engine output is greatly reduced in the initial cut, and the engine speed Ne and the current gear stage roller synchro clutch are reduced. The engine output corresponding torque TQ at R rapidly decreases as indicated by Ne (1) and TQ (1), and gradually decreases as indicated by Ne (2) and TQ (2) in the next intermittent cut. Therefore, the engine output corresponding torque TQ in the current shift stage roller synchro clutch R rapidly becomes zero torque, that is, the torque between the drive side and the driven side of the roller synchro clutch R approaches zero torque as the torque becomes a no-load state. From the vicinity, the torque gradually approaches zero torque.

As described above, in this fuel injection cut control, the engine output corresponding torque TQ in the current speed roller synchro clutch R is set to zero, that is, the relationship between the driving side and the driven side of the roller synchro clutch R is set to an unloaded state. It is a control for. However, if the cutting time is too long, the engine output corresponding torque TQ will be too low and will be a negative value.
That is, it is driven from the wheel side. Therefore, the fuel cut time (particularly, the initial cut time) is set according to the magnitude of the engine output before the fuel injection cut. Specifically, the larger the engine output, the longer the initial cut time is set. The initial cut time may be preset with respect to the engine output corresponding torque TQ at the start of cutting, but the engine speed is a predetermined rotation from the start of cutting (for example, 300 r.p.
You may make it cut until it decreases only m.).

When the torque TQ corresponding to the engine output in the current gear shift stage roller synchro clutch R becomes substantially zero and no load is applied, the current gear synchro clutch R.
Since the driving force acting on the sleeve 8 becomes zero, the frictional resistance against the axial movement that has been acting on the sleeve 8 until then becomes almost zero. As a result, the axial force of the shift motor 26 causes the sleeve 8 to move in the axial direction, and the dowel 8a thereof enters the dowel entry groove 13a2 of the retainer 13a. Therefore, the position of the shift fork (shift position) S
P moves from SP (2) to SP (3) to the neutral position SP (N). Then, the drive of the shift motor 26 is temporarily stopped at this position SP (N). At the neutral position SP (N), the dowel 8a is completely fitted in the dowel entry groove 13a2, and the state shown in FIG. 5 is obtained.

From the time the flag F = 3 is set, the shift position SP is set to the neutral position SP as described above.
The deviation ΔSP between the actual shift position and the neutral position SP (N) when moving to (N) is detected (steps S40 and S41), and the absolute value of this deviation | ΔS
A determination is made as to whether P | ≦ DS1 (step S42). Note that DS1 is the first predetermined value, and as shown in FIG. 14B, the shift position SP (2)
Is set to a value slightly smaller than the deviation between the neutral position SP (N). Based on this judgment, it is judged whether or not the movement of the sleeve 8 has started.

Since the start of the movement of the sleeve 8 means that the engine output torque TQ has become almost zero, the routine proceeds to step S43, where intermittent cut is stopped and fuel injection is continuously cut. Note that | ΔSP |> D
If the state of S1 continues for more than the cancel timer TIME3, that is, if the sleeve 8 does not move and becomes neutral even after the cancel timer TIME3TIME3 has passed, the process proceeds to steps S44 and S45, and the upshift shift of this time is performed. It is canceled and the flag F = 0 is set.

As described above, the gear removal control step S
12 is performed, and the roller synchronizing mechanism R for the n-th shift stage
Becomes neutral, the process proceeds to step S13,
Rotation synchronous in-gear control is performed. This control is a control after shifting to the continuous cut control of the fuel injection from the time t3 in FIGS. 14 and 16, which will be described with reference to the flowchart of FIG. Note that FIG. 16 shows the entire shift control, and FIG. 14 shows the first half of the shift control, that is, the shift control until the current shift-stage synchro clutch is opened and a shift to the neutral state is made.

FIG. 16C shows the number of revolutions Nm of the transmission main shaft SM and the number of revolutions N of the counter shaft Sc.
The change over time with c is shown in a state of being coaxially converted corresponding to the shift speed at that time. In the state before the gear change command is output, both rotation speeds are the same rotation, but when the shift up gear change command is issued, the next gear (n + 1th gear)
Since the number of revolutions corresponds to the gear position), as shown in the figure,
The counter shaft rotation speed Nc has a low value. In addition,
As long as the clutch C is engaged, the main shaft speed Nm is equal to the engine output speed.

When the synchro clutch R for the current gear (n-th gear) is released and becomes in the neutral state and the engine fuel injection is continuously cut as described above, the main shaft speed Nm rapidly decreases as shown in the figure. Then, the counter shaft rotation speed Nc approaches. At this time, the rotation difference ΔNs between the main shaft rotation speed Nm and the counter shaft rotation speed Nc is calculated, and it is determined whether or not this rotation difference ΔNs becomes equal to or less than a predetermined rotation difference DN (steps S51, 52). ).

When ΔNS≤DN (see FIG. 1)
At time t4 shown in FIG. 5, control is performed to move the shift position SP from the current neutral position SP (N) to the next stage (N + 1th shift stage) shift position SP (n) (step S53). As a result, the shift position SP becomes the line SP (4).
As shown by, the movement starts from the time t4 toward the next shift position SP (n). When the dowel 8b of the sleeve 8 and the dowel entry groove 13b2 are disengaged in response to this movement, the synchro clutch R for the next stage (the (n + 1) th shift stage) is engaged,
The main shaft rotation speed Nm matches the counter shaft rotation speed Nc.

Further, the actual shift position S at this time
The position deviation ΔSP between P and the next shift position SP (n) is detected (step S54), and this position deviation ΔSP is detected.
It is determined whether or not the absolute value of is smaller than the second predetermined value DS2 (step S56). And | ΔSP | ≦
When it becomes DS, control for gradually returning the fuel injection cut from that time point t5 is performed (steps S57 to S6).
1). This control is based on the fuel cut time I (CU
Control output of one cycle having T) (step S
58, 59), and then the control output of one cycle in which the cut time I (CUT) is shortened by a predetermined time ΔI is performed (step S60). Hereinafter, similar control is repeated to perform fuel injection control for gradually shortening the cut time, and
When (CUT) <0, the fuel injection control is returned to the normal state (steps S57, 60).

The shift-up shift control (step S4) has been described above. Next, the shift-down shift control (step S5) will be described by taking a shift from the (n + 1) th shift stage to the nth shift stage as an example. .. This control is shown in detail in the flowcharts of FIGS. 17, 18 and 19 and the time chart of FIG. 20, and will be described below based on this. It should be noted that FIGS. 17, 18 and 19 constitute one flowchart, and in both figures, the circled P
~ T means that they are connected to each other.

In this control, first, the shift target value, that is, the target rotation position of the shift drum 24 by the shift motor 26 is calculated from the type of the shift-down signal (step S71), and the current gear position (n + 1th gear shift) is calculated. Dan)
Gear release control is performed to release the roller synchronization mechanism that is set to.

Then, the rotational position of the shift motor 26 is controlled based on this shift target value (step S72).
As a result, the shift motor 26 is driven, and the shift drum 24 shifts from the position SP (p) of the current shift stage (nth shift stage) to the next stage (with a slight time delay, as shown in FIG. 20B). This is the shift stage that is about to be shifted, and rotational movement is started in the direction of the (n + 1) th shift stage.

However, since the driving force is transmitted through the synchro clutch mechanism at this time, the sleeve 8 is axially moved by the action of the frictional force due to the driving torque, and the dowel 8b is inserted into the dowel. It cannot be fitted into the groove 13b2. Therefore, the shift drum 2
According to the rotation of 4, the shift fork 30 (31, 32)
Is moved by an amount of play with the sleeve 8 as indicated by SP (1), and stops in a state of moving to a predetermined position SP (2). At this position SP (2), the shift motor 2
Although the lateral pressing force of 6 is applied, the sleeve 8 does not move, the dowel 8b remains disengaged from the dowel entry groove 13b2, and the current stage synchro clutch R remains engaged.

At the same time, the throttle opening TH
Is controlled to be the target opening (in this case, WOT, that is, the fully open opening is the target opening) regardless of the state of the accelerator pedal (step S73). In a shift-down shift, the reduction ratio becomes large, so the engine speed N
The control is such that e rises. Therefore, in this downshift control, the current-stage synchro clutch R is first decelerated, and then the engine output is increased to make the engine output corresponding torque TQ in the current gear-stage roller synchro clutch R substantially zero. The current-stage clutch is released when the relationship between the driving side and the driven side in (1) is no load. For the engine output increase control for this purpose, throttle opening control with the target value of WOT is performed in step S73.

Next, in step S74, it is determined whether or not the value of the flag F set to zero as an initial value is zero. Since F = 0 at first, the process proceeds to step S75, the flag F = 4 is set, and the delay timer TIM is set.
Set E4. Then, after this, step S77
TIME4 = TIME4-1 is calculated in step S1, and F = 1 in the subsequent flow, so step S
The control is performed in the order of 74 to steps S78, S79, and S77, and the delay timer TIME4 is awaited.

When the time of the delay timer TIME4 has elapsed and TIME4 = 0, the process proceeds to step S80, the flag F = 5 is set, and the cut timer TIME5 is set (step S81). When the cut timer TIME5 is set, fuel injection cut (initial cut) is started (step S82). Then, after this, step S8
3, the calculation of TIME5 = TIME5-1 is performed,
In the flow from the next time, since F = 5, control is performed in order from step S74 to steps S78, S79, S80 to S83, and one fuel injection cut (initial cut) during the set time of the cut timer TIME5. Done.

By this initial cut, the engine output is reduced and the vehicle is decelerated. Therefore, the initial cut time is set to a time at which the engine output torque can be reduced to a negative value and the engine can be decelerated. That is, the larger the engine output, the initial cut time TIME
5 is set to be long.

When the time of the cut timer TIME5 has elapsed and TIME5 = 0, the process proceeds from step S85 to steps S86 and S87 to set the flag F = 6 and set the cancel timer TIME6. Then, the first intermittent cut that repeats the fuel cut in a predetermined cycle is started (step S37), and the progress calculation of the cancel timer TIME6 is started (step S89). When the fuel injection is cut in this way, the engine output is greatly reduced in the initial cut and the engine is decelerated, and then the first intermittent cut is made with the throttle opening being in the WOT state, and the engine output is gradually increased. To do.

As a result of this increase, the engine output corresponding torque TQ in the current gear stage roller synchro clutch R becomes substantially zero, and when the relationship between the drive side and the driven side in this synchro clutch R becomes almost no load, the current Since the driving force acting on the step synchronizing clutch R becomes zero, the resistance against the axial movement that has been acting on the sleeve 8 until then becomes almost zero.

As a result, the sleeve 8 is moved in the axial direction by the axial pushing force applied from the shift motor 26, and the dowel 8b thereof is moved into the dowel entry groove 13b2 of the retainer 13b.
Get inside. Therefore, the position (shift position) SP of the shift fork moves to the neutral position SP (N) as indicated by SP (2) to SP (3). Then, the drive of the shift motor 26 is temporarily stopped at this position SP (N). At the neutral position SP (N), the dowel 8b is completely fitted into the dowel entry groove 13b2, and the state shown in FIG. 5 is obtained.

In this way, the deviation ΔSP between the actual shift position and the neutral position SP (N) when the shift position SP moves to the neutral position SP (N) is detected (step S91). Absolute value of |
It is determined whether SP | ≦ DS3 (step S9).
2). Note that DS3 is the third predetermined value and is shown in FIG.
As shown in, the value is set to a value slightly smaller than the deviation between the shift position SP (2) and the neutral position SP (N).
Based on this judgment, it is judged whether or not the movement of the sleeve 8 has started.

The start of the movement of the sleeve 8 means that the engine output corresponding torque TQ in the current gear shift roller synchro clutch R is substantially zero (that is, there is almost no relationship between the driving side and the driven side in the synchro clutch R). Since it means that the vehicle is in a loaded state), the process proceeds to steps S93 and S94 to perform the second intermittent cut and the in-gear control.

If the condition of | ΔSP |> DS3 continues for a predetermined time TIME6 or more, that is, if the sleeve 8 does not move and becomes neutral even after the predetermined time TIME6, the current down The shift shift itself is canceled and the flag F = 0 is set (steps S95 and S96).

When the gear disengagement control is performed as described above and the roller synchro mechanism R for the (n + 1) th shift stage is brought into the neutral state, the rotation synchronous in-gear control (step S94) is performed. This in-gear control is a control after shifting to the second intermittent cut control (step S93), and the content thereof is the same as the control in the case of upshifting, and is performed according to the flow of FIG. However, although the control flow is the same, changes in the shaft rotation speed and the like are different as follows.

As shown in FIG. 20 (d), when a downshift command is issued, the countershaft rotation speed Nc is the rotation speed corresponding to the next shift speed (nth shift speed). The value is higher than Nm.
When the synchronous clutch R for the current gear (n + 1th gear) is released as described above to enter the neutral state and the second intermittent cut of the engine fuel injection is performed, the main shaft rotation speed Nm increases as shown in the figure. The counter shaft speed Nc approaches. That is, the second intermittent cut control is a feedback control that brings the main shaft rotation speed Nm close to the counter shaft rotation speed Nc. At this time, the rotation difference ΔNs between the main shaft rotation speed Nm and the counter shaft rotation speed Nc is calculated, and it is determined whether or not this rotation difference ΔNs is equal to or less than a predetermined rotation difference DN (step S51,
52).

Then, when ΔNS ≦ DN, control is performed to move the shift position SP from the current neutral position SP (N) to the next shift position (Nth shift stage) shift position SP (n) (step). S53). As a result, the shift position SP starts moving from the time t4 toward the next-stage shift position SP (n) as shown by the line SP (4). In response to this movement, when the dowel 8a of the sleeve 8 and the dowel entry groove 13a2 are disengaged from each other, the synchro clutch R for the next stage (nth shift stage) is engaged, and the main shaft rotational speed Nm and the counter shaft rotational speed Nm are engaged. Nc matches. Furthermore, the actual shift position SP and the next-stage shift position SP (n) at this time
The position deviation ΔSP from the position is detected (step S5
4), the absolute value of this position deviation ΔSP is the second predetermined value DS2
It is determined whether or not it has become smaller (step S5).
6). Then, when | ΔSP | ≦ DS, control is performed to gradually recover the fuel injection cut from that point (steps S57 to 61).

In the above example, the engine output is controlled by the fuel injection cut control. However, instead of performing the fuel injection cut, the engine output control for performing the ignition cut may be performed.

[0065]

As described above, according to the present invention,
Upon receiving the shift signal from the shift command means, the engine output control means performs the first output adjustment control for sharply decreasing the engine output for a first time period from the time of receiving the shift signal, and then the first output adjustment control. During the period of time 2, the second output adjustment control for gradually changing the engine output to the almost no-load state is performed. On the other hand, when the shift actuator receives the shift signal from the shift command means, in parallel with the control by the engine output control means, the shift actuator starts the disengagement operation of the current shift speed synchro clutch, and the engine output control means controls the second output. In the control, when the relationship between the driving side and the driven side in the current speed synchro clutch means becomes almost no load, the release of the current speed synchro clutch is completed to shift to the neutral state. There is. For this reason,
The engine output can be quickly reduced by the first output adjustment control to shorten the shift time, and the engine output change can be moderated by the second output adjustment control when the current shift stage synchro clutch means is released. The lever shifting can be surely performed.

In the case of the second aspect of the present invention, when the shift signal is received from the shift command means, the engine output control means makes the first shift from when the shift signal is received.
The first output adjustment control for cutting off the operation of the engine output generating means is performed during the time of, and subsequently, the second output adjustment control for intermittently cutting the engine output generating means is performed during the second time. On the other hand, when the shift actuator receives the shift signal from the shift command means, in parallel with the engine output control, the shift actuator starts the disengagement operation of the current shift speed synchro clutch, and the engine output control means controls the second output adjustment. When the relationship between the driving side and the driven side in the current speed-shift synchro clutch means is substantially unloaded, the release of the current speed-shift synchro clutch is completed to shift to the neutral state. .. Even in this case, quick and reliable shift control can be performed as in the above case.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a shift control device according to the present invention.

FIG. 2 is a cross-sectional view of a roller synchro mechanism whose speed is controlled by this device.

FIG. 3 is a cross-sectional view showing this roller synchronizing mechanism along the arrow III-III in FIG.

FIG. 4 is a perspective view of a retainer used in this roller synchronizing mechanism.

FIG. 5 is a partial sectional view of this roller synchronizing mechanism.

FIG. 6 is a cross-sectional view of a shift actuator that constitutes the shift control device.

FIG. 7 is a development view showing a cam groove of a shift drum which constitutes this shift actuator.

FIG. 8 is a flowchart showing the content of shift control by the shift control device.

FIG. 9 is a flowchart showing the content of shift control by the shift control device.

FIG. 10 is a flowchart showing the content of shift control by the shift control device.

FIG. 11 is a flowchart showing the content of shift control by the shift control device.

FIG. 12 is a flowchart showing shift control contents by the shift control device.

FIG. 13 is a graph showing the relationship between the engine throttle opening, the rotational speed, and the output.

FIG. 14 is a graph showing changes over time in fuel injection status, shift position, engine speed, and engine torque.

FIG. 15 is a flowchart showing the content of shift control by the shift control device.

FIG. 16 is a graph showing changes over time in fuel injection status, shift position, and transmission shaft rotation speed.

FIG. 17 is a flowchart showing the contents of shift control by the shift control device.

FIG. 18 is a flowchart showing the content of shift control by the shift control device.

FIG. 19 is a flowchart showing the content of shift control by the shift control device.

FIG. 20 is a graph showing changes over time in fuel injection status, shift position, throttle opening, and transmission shaft rotation speed.

[Explanation of symbols]

 C clutch E engine M1 ignition control means M2 fuel injection control means R roller synchronization mechanism SM main shaft SC counter shaft A1 throttle actuator A2 speed change actuator U speed change control device

Claims (4)

[Claims] According to a shift signal, engagement of a current speed synchro clutch means is disengaged, and a next speed synchro clutch means is engaged via a neutral state to shift gears. In the above shift control device, the shift command means for outputting the shift signal, the shift actuator for releasing and engaging the synchronizing clutch means, and the engine output control means for controlling the engine output are provided. The means, when receiving the shift signal from the shift command means, starts from the time when the shift signal is received.
During the period of time of the first
The output adjustment control is performed, and then the second output adjustment control that gradually changes the engine output is performed during the second time. When the shift actuator receives the shift signal from the shift command means, The releasing operation of the speed-shift synchro clutch means is started, and the relationship between the drive side and the driven side in the current speed-shift synchro clutch means is substantially unloaded in the second output adjustment control by the engine output control means. A shift control device for a transmission, characterized in that the release of the present synchro clutch means for the current shift stage is sometimes completed to shift to a neutral state. 2. A gear shift signal is disengaged in response to a gear shift signal, and a gear shift operation is performed by engaging a next gear shift synchro clutch means via a neutral state. In the above shift control device, a shift command means for outputting the shift signal, a shift actuator for releasing and engaging the synchro clutch means, an engine output generating means for generating an engine output, and an operation of the engine output generating means. And an engine output control means for controlling the engine. When the engine output control means receives the gear shift signal from the gear shift command means, the engine output control means first receives the gear shift signal.
During the period of time, the first output adjustment control for cutting off the operation of the engine output generating means is performed, and then during the second time, the second output for controlling the engine output generating means is intermittently cut.
When the shift actuator receives the shift signal from the shift command means, the shift actuator starts the release operation of the current speed synchro clutch means, and in the second output adjustment control by the engine output control means, When the relationship between the driving side and the driven side in the current speed-shift synchro clutch means becomes substantially unloaded, the release of the current speed-shift synchro clutch means is completed to shift to the neutral state. A shift control device for a transmission, comprising: 3. The engine output generation means is an engine ignition control means, the ignition operation by the ignition control means is completely cut off in the first output control, and the ignition control means in the second output control. 3. The shift control device for a transmission according to claim 2, wherein the ignition operation by the is cut off intermittently. 4. The engine output generation means is an engine fuel injection control means, the fuel injection control means completely cuts off fuel injection in the first output control, and the fuel output control means in the second output control. The transmission control device for a transmission according to claim 2, wherein the fuel injection by the injection control means is intermittently cut.