JPH0716908Y2 - Vehicle start control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to an automatic transmission for a vehicle in which starting, starting, and shifting of a vehicle are automated, and in particular, based on engine speed information and clutch speed information, both BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle start control device suitable for being applied to a vehicle automatic transmission capable of determining synchronization and performing start processing.

(Prior Art) An automatic transmission that automatically starts, starts, and shifts a vehicle is often used. Among them, particularly, the friction clutch is operated by the clutch actuator, the gear train of the transmission is switched by the gear shift unit, and the engine speed is adjusted by the electronic governor in the injection pump. There is known a mechanical automatic transmission that is configured so that the unit is driven by an automatic shift controller and the electronic governor is driven by an engine controller. In particular, it is actively used in large vehicles to prevent the above.

The automatic transmission controller used in this device uses a power piston as an actuator that receives high-pressure air from an air source via a solenoid valve, and can switch a clutch between contact and release directions via its release lever.

Here, in the starting process, the automatic shift controller operates the release lever interlocking with the power piston by duty-controlling the solenoid valve, and for example, disengages the clutch (disengagement position according to the pattern shown in FIG. 6). ), It is made to stand by at the position (LE point) immediately before the start of joining, and then a joining operation is performed in a predetermined time pattern (A range), and it is held so as to synchronize the engine speed and the clutch speed (B range), Then, the shift process is started after the clutch is engaged.

When starting, as shown in Fig. 7, the engine speed
NE and clutch output shaft speed NCL (hereinafter simply referred to as clutch speed) change according to a predetermined time-dependent change pattern,
Both rotations are synchronized and the start processing is achieved.

The determination of the synchronization between the engine speed NE and the clutch speed NCL in this way is made based on whether or not the difference value between the two is below a specified value. That is, the specified value here is a synchronization state that can be regarded as synchronization when proceeding to the subsequent processing, and the clutch engagement processing that is subsequently performed is a perfect synchronization, that is, complete engagement of the clutch. There is.

By the way, at the time of starting, the control means replaces the accelerator equivalent voltage VA according to the accelerator opening degree with the accelerator pseudo signal voltage VAC adapted to the current engine speed information and vehicle speed information.
Is calculated and an accurate start process is performed. For example, the accelerator pseudo signal voltage VAC is determined on the basis of the target engine speed during fine movement while the clutch is turned on and off with the accelerator opening being low.

(Problems to be solved by the invention) However, during such fine movement, in particular, as shown by the alternate long and short dash line in FIG. The pseudo signal voltage VAC is full by the well-known VAC return process, that is,
It is gradually increased to VA, and with some delay, the engine speed NE increases significantly. After that, if the accelerator is returned by a predetermined amount at time T2, the engine speed NE at this time is significantly higher than the target speed (for example, 800 rpm), and the accelerator pseudo signal voltage VAC at this time is increased.
Will drop to the idle equivalent voltage Vad in order to reduce the engine speed, and the engine speed will be too low with respect to the actual accelerator depression amount, which will give a feeling of strangeness.

Moreover, following this, the engine speed is likely to move up and down due to the delay in tracking the accelerator pseudo signal voltage VAC (F region), that is, VAC moves up and down even if the accelerator is constant, and the engine speed fluctuates. There was a problem such as doing.

Therefore, an object of the present invention is to output a pseudo accelerator signal voltage that does not give a feeling of strangeness to the actual accelerator opening and operate the engine speed to achieve a smooth fine movement process. To provide a start control device for a vehicle.

(Means for Solving the Problems) In order to achieve the above object, a vehicle start control device according to the present invention comprises a clutch actuator for intermittently operating a clutch connected to an engine, and a gear type transmission connected to the clutch. , An engine speed sensor that outputs the engine speed information, an accelerator sensor that outputs accelerator opening information, a vehicle speed sensor that outputs vehicle speed information, and a clutch speed that outputs speed information of the output shaft of the clutch. A sensor, a clutch stroke sensor that outputs stroke information of the clutch, an accelerator pseudo signal is set from the accelerator opening information, and the synchronization is determined based on the engine rotation speed information and the clutch rotation speed information. Clutch control means for controlling contact and separation of the engine, and the engine according to the accelerator pseudo signal. In the vehicle start control device having an engine control means for controlling the engine control means, the clutch control means sets an accelerator change equivalent value which is a change rate according to the accelerator opening information when the clutch control means is in the synchronization. It is characterized in that the clutch and the engine are not completely engaged until the accelerator pseudo signal is updated by adding the accelerator change equivalent value to the pseudo signal and the clutch rotational speed exceeds a specified value.

(Operation) Since the vehicle start control device according to the present invention updates the accelerator pseudo signal by adding the accelerator equivalent signal to the accelerator pseudo signal when the clutch control means is in synchronization, the vehicle start control device responds to the accelerator pedal depression operation amount. Therefore, the accelerator pseudo signal can be changed. Moreover, since the clutch and the engine are not completely joined until the clutch rotational speed exceeds the specified value, the clutch absorbs the vertical fluctuation of the engine rotational speed when the constant opening is maintained following the rapid increase of the accelerator opening. Can be eliminated.

(Embodiment) Hereinafter, a vehicle start control device according to an embodiment of the present invention will be described with reference to FIGS. 1 to 15. The vehicle start control device shown in FIG. 1 is a gear type in which the rotational force of a diesel engine (hereinafter simply referred to as engine) 11 and its output shaft 13 is attached through a mechanical friction clutch (hereinafter simply referred to as clutch) 15. It is mounted over the transmission 17.

The engine 11 is equipped with a fuel injection pump (hereinafter simply referred to as an injection pump) 21 having an input shaft 19 that rotates at a speed half that of the output shaft 13 of the engine 11. An electromagnetic actuator 25 is connected to the engine rotation sensor 27 and an input shaft 19 is provided with an engine rotation sensor 27 that outputs a rotation speed signal of the output shaft 13 of the engine 11. The clutch 15 presses the clutch plate 31 against the flywheel 29 by a well-known sandwiching means (not shown), and when the air cylinder 33 as the clutch actuator shifts from the non-operating state to the operating state, the sandwiching means operates in the releasing direction. , The clutch 15 changes from the connected state to the disconnected state. The clutch 15 is provided with a clutch stroke sensor 35 for detecting information about the disconnection or connection of the clutch 15 based on the clutch stroke amount, but a clutch touch sensor 37 may be used instead. Further, the input shaft 39 of the gear type transmission 17 is provided with a clutch rotation speed sensor 41 which outputs a rotation speed (hereinafter referred to as clutch rotation speed) signal of this shaft. An air passage 43 is connected to the air cylinder 33, and a pair of air tanks serving as an air source are provided through a check valve 45.
It is connected to 47,49. In the middle of the air passage 43, normally-closed solenoid valves X1 and X2 connected in parallel as opening / closing means for duty-controlling the supply of operating air, and an air cylinder 3
Solenoid valves Y1 and Y2 that are connected in parallel and are duty-controlled to open the inside of the atmosphere to the above-mentioned solenoid valves X1 and X2.
And a three-way solenoid valve W provided on the upstream side of the.

The solenoid valve W is connected to the air tanks 47, 49 when the inside of the air cylinder 33 is on, and is connected to the atmosphere side when it is off. The solenoid valves X1, X2 or Y1, Y2 are used alternately or when the other fails, the other is used.When the vehicle is running, when the clutch 15 is disengaged, when the clutch is slowly disengaged, FIG. 5 shows the open / closed state of each solenoid valve when the clutch is slowly engaged and when the clutch is engaged. The clutch 15 is controlled by opening / closing control of such a solenoid valve.
And the control of the gating time. Of the pair of air tanks 47, 49, the air tank 49 is for emergency use, and when there is no air in the main air tank 47, the solenoid valve 55 is opened to supply air. Is equipped with air sensors 57 and 59 that output an ON signal when the internal air pressure falls below a specified value. Here, a branch pipe is separately connected to the air tank 47, and each of these has a pair of solenoid valves (hereinafter simply referred to as MVQ).
111), and is connected to a pair of air masters 109, 109 in the braking system (air over hydraulic type).

In order to switch the gear position of the gear type transmission that achieves each shift stage, for example, the driver operates the change lever 61 to a shift position corresponding to the shift pattern as shown in FIG. The gear shift unit 65 is operated based on the gear position signal obtained by switching 63, and the gear position is switched to the target gear position corresponding to the shift pattern and the gear position is indicated by the gear position indicator.
I'm trying to display it on 67.

Here, R is a reverse gear, N is a neutral gear, 1,2,3,4,5 are designated gears, and PW, D are arbitrary automatic gears from the 2nd speed to the 7th speed. When PW, D range is selected,
The second to seventh speeds are automatically determined based on the traveling conditions of the vehicle by the optimum gear setting process described below. PW, which is a powerful automatic gear, and D, which is an economy automatic gear,
The gear shift areas are changed as shown in FIGS. 3 (a) and 3 (b), and the gear change areas are also changed in the upshift and the downshift.

It should be noted that when the brake pedal 69 is depressed or when an exhaust brake (not shown) is actuated, different shift maps programmed in advance are selected and adopted, and three shift maps are provided for each of the PW range and the D range. Are further prepared, and these can be selectively used.

The gear shift unit 65 has a plurality of solenoid valves (in FIG.
73) and a pair of powers (not shown) for operating the select fork and the shift fork (not shown) of the gear type transmission 17 by supplying high-pressure working air from the air tank 47 (49) through these solenoid valves. The power cylinder is operated according to the operation signal given to the solenoid valve 73, and operates so as to change the meshing state of the gear type transmission 17 in the order of select and shift. Furthermore,
The gear shift unit 65 is provided with a gear position switch 75 as a gear position sensor for detecting a switch for each gear position, and a gear position signal from these gear position switches is output to the control unit 71. Further, the output shaft 77 of the gear type transmission 17 is provided with a vehicle speed sensor 79 for emitting a vehicle speed signal, and further, the accelerator pedal 81 emits a resistance change corresponding to the amount of depression thereof as a voltage value, which is A / D. Converter 8
An accelerator sensor 85 that outputs a digital signal in 3 is attached. A brake sensor 87, which outputs a high-level brake signal when the brake pedal 69 is depressed, is attached to the brake pedal 69, and the engine 11 engages with the ring gear on the outer periphery of the flywheel 29 in a timely manner.
A starter 89 for starting the motor is attached, and the starter relay 91 is connected to the control unit 71.

Reference numeral 93 in FIG. 1 denotes an engine control unit as an engine control unit provided separately from the control unit 71. This is information from each sensor for the electronic governor 25 in the injection pump 21, and The drive control of the engine 11 is performed according to the accelerator pseudo signal or the like from the control unit 71 side. That is, the control unit 93
The electronic governor 25 which receives the output of the above operates the rack 23 to increase / decrease the fuel and control the increase / decrease in the rotation speed of the output shaft 13 of the engine 11.

The control unit 71 constitutes clutch control means, the main part of which is a microcomputer, and is composed of a microprocessor (hereinafter referred to as CPU) 95, a memory 97, and an interface 99 as an input / output signal processing circuit. In the input port 101 of the interface 99, the gear shift selection switch 63, the brake sensor 87, the accelerator sensor 85, the engine rotation sensor 27, the clutch rotation speed sensor 41, the gear position switch 75, the vehicle speed sensor 79, the clutch touch sensor 37 ( Used when outputting clutch engagement / disconnection information in place of the clutch stroke sensor 35), clutch stroke sensor 35, air sensors 57 and 59, output signals from a slope start switch 103 and a first speed start switch (FSS switch) 105 described later. Is entered.

The hill start switch 103 is for activating a system (hereinafter referred to as AUS) for preventing backward movement when the vehicle starts uphill, and includes a plurality of wheel brakes 107,
Air supply to 107 air masters 109,109
The vehicle is started while being controlled via Q111, 111, and these MVQ111 are controlled by the control unit 71.

On the other hand, the output port 113 is the engine control unit 93, the starter relay 91 and the solenoid valves X1, X2, Y1, Y described above.
2, W, 73, 111 can be respectively connected and output signals can be sent to them. In the figure, reference numeral 115 is the air tank 47, 49.
It shows the air warning lamp that lights when receiving the output when the air pressure of No. has not reached the set value.
Indicates a clutch warning lamp that lights when receiving an output when the amount of wear of the clutch 15 exceeds a specified value.In addition, reference numeral 116 indicates a Rev pilot lamp for reverse display that is turned on when traveling in reverse gear. Shows.

The memory 97 is a read-only ROM in which programs and data shown in flowcharts in FIGS. 9 to 15 are written.
And a read / write RAM. Here, in the ROM, in addition to the above programs, the duty ratios of the solenoid valves X1, X2, Y1, Y2 corresponding to the accelerator signals are stored in advance as a map as shown in FIG. Reading the fitness value. The shift stage selection switch 63 described above outputs a select signal and a shift signal as shift signals. The shift position corresponding to a pair of both signals is stored in advance as a data map, and the select signal and shift signal are stored. When receiving, the output signal is calculated from this map, this output is given to each solenoid valve 73 of the gie shift unit 65, and the gear is adjusted to the target shift speed corresponding to the shift signal. In this case, the gear position switch
The gear position signal from 75 is output upon completion of the shift, and is used to determine whether all the gear position signals corresponding to the select signal and the shift signal have been output and to issue a signal indicating whether the meshing is normal.

Further, when the target shift speed in the PW range or the D range exists in the ROM, FIG. 3 (a), (b) for determining the optimum shift speed based on the values of the vehicle speed, the accelerator and the engine speed. The shift map as shown in () is also stored.

Here, the control unit 71 has a function as a clutch control means, selectively sets the accelerator pseudo signal voltage VAC from accelerator opening information or vehicle operating information, and sets engine speed NE information and clutch speed NCL information. Based on the determination of synchronization between the two, clutch engagement / separation control is performed. Particularly, at the time of synchronization and in the reverse gear, the accelerator change equivalent voltage ΔVA, which is the change rate according to the accelerator opening information VA, is set, and the accelerator change equivalent voltage ΔVA is added to the accelerator pseudo signal voltage VAC. Accelerator pseudo signal voltage VA
It is configured so that the clutch and the engine are not completely connected until C is updated and the clutch rotational speed NCL exceeds a specified value.

Next, the operation of this embodiment will be described with reference to FIGS. 9 to 15. Prior to this, the case where the flag used in each flowchart is set to "1" will be described.

DELFLG ... 1 second after clutch engagement, HAFLG ... start processing, CNGFLG ... if change is not completed within start and start processing, HFLG ... if LE point correction is performed at start, ENSTFLG ... When the engine speed NE falls below the engine stall prevention speed when the vehicle speed decreases, PFLG ... When the engine speed NE reaches the peak point when starting, VF
LG ... NEFLG ... NE is 4 when the accelerator is 50% or more after the peak
When it is less than 00 rpm, LEFLG ... when the clutch is connected to the LE point, GFLG ... when the accelerator pseudo signal voltage VAC is output during gear shifting, AirFLG ... when judging the introduction of air to the clutch actuator, PPFLG ... when the vehicle speed sensor error occurs at neutral When SBFLG ... the side flex is pulled, the accelerator is stepped on to start, SEFLG ... NE is rising before the peak judgment when starting, CLFLG ... MVX1 and MVX2, MVY1
Exchange flag between MVY2 and MVY2, ER1FLG ... When an error that cannot be changed occurs, ER2FLG ... When an error that can be reacted only when lever N is set, ER3FLG ... Overrun ignore error occurs, ER4FLG ... PR ( Pilot light)
Only if an error occurs.

First, as shown in FIG. 9, when the program starts, each flag, counter, and memory are cleared in the control unit 71 (step A1), and when the clutch 15 is connected under the normal pressure and the normal condition, this position The clutch is disengaged to a certain degree, and the drive wheels of the vehicle shift from the rotating state to the stopped state in the half-clutch position (hereinafter
After initial setting for reading dummy data (denoted as LE point) (step A2), AiRFLG is set to "1",
VOU and MVW are output (step A3), and start processing is started (step A4).

In this starting process, it is determined whether or not the gear is in neutral, and when the gear is not N, waiting for the gear to be shifted to N, and when it is shifted, the starter enable relay is turned on.
Then, a well-known starting process of turning off the startable relay and returning when the engine speed is input is executed, and the process is the same as that disclosed in the specification and drawings of Japanese Utility Model Application No. 62-116074. Available.

When this starting process is completed, data such as a vehicle speed signal and a clutch rotation speed signal are input (step A5). If the value of the vehicle speed signal exceeds 3 km / h, shift processing (step A7)
When the speed is 3 km / h or less, it is determined whether the gear is other than the neutral N (step A8). Here, if the gear position is in neutral, the Rev pilot lamp 116 for reverse display is turned off (step A9), and FIG.
The starting process described later is performed using (B), (C), (D), and (E) (step A10).

On the other hand, if it is determined in the process of step A8 that the gear position is other than the neutral position, it is determined whether the clutch rotational speed NCL is equal to or less than a specified value (step A11). Here, if it is determined that the clutch rotational speed NCL is less than or equal to the specified value, the processing from step A9 above is performed, and the clutch rotational speed NCL is
If it is determined that is greater than the specified value, the process proceeds to step A7 and the gear shift process is performed.

Next, FIG. 10 (A), (B), (C), (D), (E)
The starting process will be described with reference to FIG. First, HAFLG is "1"
Is set, various data are read, and a known diagnosis routine for detecting each error signal is executed (steps C1 to C3). Then, it is determined whether or not "1" is set in ER1FLG and ER2FLG set in the diagnosis routine (step C4). When ER1FLG or ER2FLG is set to "1", the gear is set to N (step C6), and the process returns to step C2. In this case, start processing is not performed. On the other hand, when ER1FLG or ER2FLG is not set to "1", it is determined again whether HAFLG is set to "1". If HAFLG is "1", it is determined whether the clutch is disengaged (step C7). If not disengaged, a clutch disengagement signal is output to the clutch 15 to disengage the clutch (step C).
8). When the clutch is released, the clutch is held,
The accelerator pseudo signal voltage output relay (not shown) is turned on, and an idle equivalent voltage for idling the engine 11 is output to the electromagnetic actuator 25 as the accelerator pseudo signal voltage VAC, and an exhaust brake release relay (not shown) is turned on and flags are set. And clear counters (NCNT, VCNT) (steps C10-C1)
Five).

Next, when the engine speed NE is below the engine stall prevention rotation, the steps C1 and below are repeated until the engine speed rises, and when the engine speed NE rises and exceeds the engine stall prevention rotation, the change routine shown in FIG. 15 is executed ( Step C17).

After the completion of this change routine, it is determined whether or not CNGFLG is "1", that is, if the gear shift is not completed, the processing from step C2 is repeated (steps C17 to C18).

If CNGFLG is "1", that is, if it is determined that the gear shifting process has been completed, it is first determined whether the gear position is N, and if N, it is further determined whether this is other than N1 (step C1).
9-C20).

When the gear position is other than N1, the process of connecting the clutch 15 is performed (steps C21 to C23), while DELFLG is "1",
When 1 second has elapsed after the connection, the clutch is held, DELFLG is returned to "0", and CLFLG is inverted. This C
LFLG is inverted to alternately use solenoid valves X1 and X2 or solenoid valves Y1 and Y2.

The clutch 15 is connected by the processing of steps C21 to C28,
After the connection, 1.5 seconds have passed (step C29), and after LE point correction has been performed, or if 1.5 seconds has not passed, step C31 is reached. Here, the MVQ111 for AUS is turned off, the accelerator pseudo signal voltage output relay is turned off, and the process returns to step C2 (steps C30 to C32).

By the way, when it is determined in step C20 that the gear position is N1, the process directly proceeds to step C31.

In the step C19, when it is determined that the gear position is other than the neutral position, the accelerator pseudo signal voltage output relay is turned on and the AUS routine is started (step C33-
34).

As shown in FIG. 11, the AUS routine reaches step E4 if the clutch rotation speed NCL is equal to or less than the specified value, the side brake is applied, and the AUS switch 103 is pressed. When the clutch rotation speed NCL is equal to or higher than the specified value, the side brake is not applied, and the AUS switch 103 is not pressed, the process returns. When step E4 is reached, a pair of MVQ111,111
Are turned on together, a process for pressing each wheel brake 107, 107 is performed, a process for facilitating the start of a slope is performed, and the process returns.

When the AUS routine ends, it is determined whether PARFLG is "1" (step C35). If "0", clutch 15
Move to the CLLE routine that moves to just before the LE point (step C3
6) If "1", return to step C1.

The CLLE routine, as shown in Fig. 12, clutches to the LE point 15
Is connected and LEFLG is set to "1". If LEFLG is set to "1", the clutch has been returned to the LE point, so hold the clutch and return to the main flow. Return. On the other hand, when LEFLG is clear, the clutch 15 is returned to the LE point by the clutch-on process and the process returns to the main flow (steps J1 to J3).

When the CLLE routine is completed, it is determined whether or not the accelerator is depressed, and if there is no depression, the process proceeds to step C39, and if there is, the process proceeds to the determination whether PFLG is clear.

In Step C39, SBFLG is cleared, PFLG is cleared, the target value of the clutch stroke is set to the LE point, and Step C5
Go to 6.

On the other hand, when PFLG is determined to be “0” in step C38, the VAC make in step C43 is entered, and when the engine speed reaches the peak, the process further proceeds to step C42 and V
It is judged whether FLG is “0”. If VFLG is "0", proceed to step C58, otherwise proceed to step C59.

In the VAC make-up of FIG. 14 (A), it is determined whether SBFLG is "1", which indicates whether the side brake is started,
In "1", the accelerator pseudo signal voltage VAC is replaced with the accelerator opening equivalent voltage VA that is being stepped on at this stage to suppress the torque drop. If SBFLG is not "1", Vac make I processing described later is executed (steps D100 to 102).

Here, the Vac make I and II shown in FIG. 14 (B) will be described.

Here, it is judged whether or not the counter VCNT is "10", and if it is not "10", the flow returns to the main flow. If it is, the target engine speed based on VA is calculated and the voltage value for accelerator pseudo signal voltage output is calculated. A voltage value corresponding to (target engine speed +250) / (target engine speed-current engine speed) / 100 is read into an operation memory (not shown) that stores V0 and V1, respectively, and the voltage value V2 is stored. Not working memory is V2 + V1 and accelerator pseudo signal voltage VAC is V0
Set to + V2 (steps D2-6). Accelerator pseudo signal voltage
It is determined whether the VAC is equal to or less than "51" (1 volt equivalent idle voltage) in AD value (step D7). If it is equal to or less than "51", the accelerator pseudo signal voltage VAC is set to "51" and the counter is set to "0". Then return to the main flow. If it exceeds "51", it is judged whether the accelerator pseudo signal voltage VAC is "153" or more in AD value (step D10). If it does not exceed "153", the counter VCNT is set to "0". (Step D9) Return to the main flow, and the accelerator pseudo signal voltage VAC is “153”.
In the above cases, the accelerator pseudo signal voltage VAC is set to "153". Along with (step D11), the counter is set to "0" and the process returns to the main flow. In the Vac make II, it is determined whether or not the counter VCNT is "50", and if it is not "50", the process returns to the main, and if it is "50", the above-mentioned step D2 and thereafter are similarly executed.

Now, when proceeding to step C44, the duty ratio is set here to a value according to the accelerator pseudo signal voltage VAC, and the clutch is engaged at the determined duty ratio for clutch engagement.

Thereafter, in step C46, it is determined whether the engine speed has reached a peak, that is, the engine speed is the maximum value, that is, it is determined whether or not 30 RPM is lower than the peak,
If it does not go down, proceed to step C2, and if it does go down, step C4
Proceed to 7.

Here, the pair of MVQ111 is turned off to release the braking force for AUS, and then the clutch stroke is held to start the vehicle and the PFLG is set to "1" because the engine speed reaches the peak when the vehicle starts. Set to “” (steps C47 to C49). Then, in step C50, the counter VCNT is set to "50" to set the VAC output timing.

When step C51 is reached, it is determined here whether or not it is the reverse R stage, and if it is not the R stage, the next determination is entered. Here, when the accelerator opening is 50% or more, the process proceeds to step C56, and below proceeds to step C54 where VFLG is cleared and the process proceeds to step C58. When the gear is in the R stage, the accelerator opening is 80%
It is determined whether or not this is the case, and the above proceeds to step C56 and below to step C54.

When the accelerator opening is low and the step C57 is reached, the following processing for finely adjusting the starting state is started, and when the accelerator opening is large, the steps C56 and 57 are reached, and the accelerator differential voltage ΔV is set to the current accelerator opening. VFLG is set to "1", which is the difference between the equivalent voltage VA and the accelerator pseudo signal voltage VAC.

When step C59 is reached, the pseudo accelerator signal voltage VAC is set to a value obtained by dividing the current accelerator opening by the specified value ΔV,
Proceed to the following normal start processing side.

At step C60, engine speed NE and clutch speed NCL
It is determined whether or not the rotation difference between and is 30 rpm or less, and if it does not reach 30 rpm or less, the routine proceeds to the well-known normal start processing of step C61, and returns to step C2. For the normal starting process of step C61, the process disclosed in the specification and drawings of Japanese Utility Model Application No. 62-116074 and the drawings can be used.

On the other hand, when the absolute value of the difference between the engine speed NE and the clutch speed NCL is 30 rpm or less, it is regarded as synchronous, the duty ratio is set, the clutch duty signal is output, and the specified time t is waited (step C69). I do. Thereafter, in step C65, a clutch-on signal is output, and it is determined whether or not the clutch is engaged. If engaged, the exhaust release relay is turned off, LEFLG is cleared, and the process proceeds to step C111.

When it reaches step C58 on the fine movement processing side, it is first judged whether or not the accelerator opening is 10% or more. If it is 10% or less, DOFLG is cleared and the target stroke of the clutch is calculated (step C72 ), It is determined whether or not the amount of change ΔNE in engine speed every 50 msec is 40 rpm or more.

On the other hand, if “YES” is determined in step C58, step C7
At 0, it is determined whether the absolute value of the difference between NE and NCL is 50 rpm or less, and at 50 rpm or more, it is determined whether DOFLG is "1",
When it is "0", step C71 is reached, and when it is "1", step C75 is reached. Here, further, the engine speed NE and the clutch speed
It is determined whether or not the rotation difference from the NCL is 100 rpm or less, and if "NO", step C71 is reached, and if "YES", step C76 is reached. Even if "YES" is selected in step C70, step C76 is reached, and it is assumed here that NE and NCL are synchronized and DOFL
G is set to "1", and the process proceeds to the judgment of whether or not it is the R stage in step C77. If not in step C78 in the R stage, the duty ratio is set, the clutch duty signal is output (step C80), and the process proceeds to step C69 in which the specified time t is waited.

When it reaches the step C78 as the R stage in step C77, here, the clutch control means sets the accelerator change equivalent voltage ΔVA (see FIG. 8) which is the change rate of the current accelerator opening equivalent voltage VA with time, and then, The accelerator pseudo signal voltage VAC is updated by adding the accelerator change equivalent voltage ΔVA to the accelerator pseudo signal voltage VAC. Thereafter, in step C81, it is determined whether or not the clutch rotation speed NCL exceeds a specified value (here, 1500 rpm, shown in FIG. 8). If it does not exceed the limit, the routine proceeds to step C72, where the clutch target stroke is calculated to obtain a predetermined value (a value on the disengagement side by ΔS from the stroke value corresponding to complete joining while not exceeding 1500 rpm).
When 1500 rpm is exceeded, the process proceeds from steps C79 and C80 to C69 and C65 to start the complete clutch joining process.
Reach T3.

On the other hand, in the fine movement process, in step C73, it is determined whether or not the change amount ΔNE of the current engine speed NE exceeds 40 rpm, and if "YES", the process proceeds to step C81, otherwise the process proceeds to step C82.

In step C81, the clutch-off duty signal is set to the specified value and then output, and then the process proceeds to step C84, in which it is determined whether the accelerator opening is 10% or more. The process returns to step C2 as "51" (steps C83, 84, 85). If it is 10% or more, it is judged whether DOFLG is "1" or not, and if it is "1", that is, if the accelerator pseudo signal voltage VAC has already been set through steps C76 and 78, then go directly to step C2. Otherwise,
After performing the above-mentioned VACMAKE2 routine, the process returns to step C2.

By the way, when the judgment at step C73 reaches step C82, it is judged whether NEFLG is "1" or not, and at 400 rpm or less, "1" again judges whether NE is 410 or less (step C88). If the speed is 410 rpm or less, the process proceeds to step C81. If it is 410 rpm or less, the process proceeds to step C89 to clear NEFLG, and the process proceeds to step C90.

On the other hand, in the case of “NO” in step C82, further step C
At 91, it is determined whether or not the NE is 400 rpm or less. When the NE is 400 rpm or more, step C89 is set. When the NE is 400 rpm or more, the clutch off duty ratio is set to a specified value, and the signal is output to set NEFLG to "1" (step C92,93 , 94), and proceed to step C84.

When the process proceeds from step C89 to step C90, it is determined whether or not the clutch stroke value is the target value, and if the clutch stroke value is larger than the target value and it is attached too much, the clutch duty ratio is set to the specified value. , Outputs the signal, and proceeds to step C84. If the clutch stroke value is smaller than the target value and it is over-disengaged, it is judged whether the accelerator opening is 10% or more (step C97), and if it is 10% or more, the clutch-off duty ratio is set to the specified value and the signal is output. Is output to operate on the joining side. At 10% or less, the clutch-off duty ratio to be set when the engine speed NE is 410 rpm or less is set to a specified value, and the signal is output. This operates the clutch to the disengagement side, and step C8
Go to 4. If it is determined in step C90 that the clutch stroke is equal to the target value, the process proceeds to step C102, the air cylinder 33 for clutch connection is held as it is, and the process proceeds to step C84.

On the other hand, if NE and NCL are considered to be in sync, step C
When C111 is reached from 65, it is judged whether or not it is the R stage. Here, in the case of "NO", ONFLG is "1" in step C103.
It is determined whether or not, and if “YES”, the VAC return is started in step C104. This step C104 VAC return processing is done in Japanese Utility Model Sho 62-11.
Those disclosed in the specification and drawings of 6074 can be used.

After this VAC return, when step C105 is reached, it is judged whether or not the current accelerator opening is fully closed, that is, VA is OFF, and "NO"
Then go back to step C2, and if YES, go to step C2.
The routine proceeds to 106, where it is judged whether the clutch rotational speed NCL is 1200 rpm or less. Here, during 1200 rpm or more, the process proceeds to step C2, and in the following, the process returns to step C58 and the fine movement process is repeated. That is, at this time T4 (shown in FIG. 8), the judgment at step C58 reaches step C71. Then, in the calculation of the target stroke value in step C72, the same value is set to the stroke value corresponding to the LE point,
The clutch is disengaged at this stage, and the engine speed NE
Is also controlled to be returned to the idle value.

On the other hand, when the step C103 is reached as the forward stage, the process proceeds to step C107 when ONFLG is "1" and to step C110 when ONFLG is "0". When starting downhill, see if the current NE is 600 rpm or higher,
Above, it progresses to step C112, and below proceeds to step C108.
In step C108, if NE is 450 rpm or less, step C37
Returning to step C2, the current accelerator opening VA is set to the accelerator pseudo signal voltage VAC.

In step C112, it is judged whether or not it is the R stage, and in the R stage, the process returns to step C37. If not, the process reaches step C110, where the reset timer flag for the accelerator pseudo signal voltage VAC is set and the main Return to routine.

Thus, after being considered synchronous in step C70 (time T
1) In the R stage, as long as the current accelerator opening does not fall below 10% (step C58), the accelerator pseudo signal voltage VAC is changed to the current accelerator pseudo signal voltage VAC by the current accelerator change equivalent voltage ΔVA in step C78. Output after adding. Therefore, when the accelerator pedal is depressed at time T5, VAC is raised earlier than before, and the NE rises faster.

Further, until the clutch rotational speed NCL exceeds 1500 rpm, it reaches C72 from step C81, where the target clutch stroke is held on the disengagement side by ΔS from the complete engagement position, and this processing causes a fine vertical fluctuation of the engine rotation. Can be absorbed, and fine movements of the vehicle can be achieved smoothly. Furthermore, at time T3
If the accelerator pedal is slightly released after that, step C7
At 8, the accelerator pseudo signal voltage VAC is only output after adding the current accelerator change equivalent voltage ΔVA (shown by the broken line in FIG. 8), and there is no excessive VAC drop, and the accelerator after this point Since VAC increases or decreases depending on the opening / closing operation of the vehicle, it is possible to eliminate the uncomfortable feeling when the vehicle slightly moves backward.

Next, the change routine will be described with reference to FIG. First, the air check is performed based on the air pressure information from the air pressure sensor of the main tank 47. Here, when the main tank 47 is out of air, the solenoid valve 55 for tank switching
Is turned on or the air warning lamp 115 is turned on. Subsequently, it is determined whether or not the change lever 61 is in the automatic speed range D or PW, and if it is not the automatic speed range, the manually selected speed is selected as the target gear speed (step F4).

On the other hand, in the case of the automatic shift range, it is determined whether or not the clutch rotation speed has decreased. If it has decreased, HOLDFLG is cleared and the process proceeds to step F7. If it does not decrease, it is determined whether HOLDFLG is "1" or not.

In step F7, it is determined whether the FSS switch 105 is on,
When it is on, the target shift speed is set to the first speed, and when it is off, the target shift speed is set to the second speed and the process proceeds to step F10. On the other hand, if HOLDFLG is "1", the target gear is the current gear, and if clear, the process proceeds to step F7.

In step F10, it is determined whether or not a gear train is arranged in the target shift stage. If they do not match, a shift signal of the target shift stage is output to the solenoid valve 73 on the gear shift unit side, and the process returns to step F10. Then, when the gear train is switched to the target shift speed, the process returns to the main flow.

On the other hand, the engine speed calculation routine shown in FIG. 13 is executed at an appropriate position in the above flow. Here, first, the engine speed is calculated, and it is determined whether or not it exceeds 137 rpm (step G2). If it is determined in step G2 that the speed is 137 rpm or less, it means that the engine is stopped (stalled) by an oil pressure gauge switch (not shown) (step G3). If the engine is stalled, the process returns to step A1. Engine speed is 13
If it exceeds 7 rpm and if the oil pressure gauge switch does not determine that the engine is stalled, it is determined whether or not the vehicle is starting (step G4). Here, when the vehicle does not start at the time of starting, that is, when the vehicle is traveling normally, it is determined whether the accelerator opening is 10% or more (step G5). When the accelerator opening is 10% or more and the engine speed is 250 rpm or less,
Alternatively, if the engine speed is 250 rpm or less while the vehicle is starting, it is determined whether the vehicle speed is less than or equal to a specified value (step G
8). In the case of NO in step G5, it is determined whether the engine speed is 600 rpm or less, and in the case of the following, proceed to step G8 and clear ENSTFLG if it exceeds (step G10). When it is determined in step G8 that the vehicle speed exceeds the set value, ENSTFLG is set to "1" (step G2). ENSTF
After clearing LG or after setting ENSTFLG to "1", calculate the clutch rotational speed NCL and the engine rotation speed change amount ΔNCL every 50 msec, and then return to the main flow (steps G12 to G13). .

After the start-up and start-up processing is completed, the control unit 71 enters the gear shift processing when the vehicle speed or the clutch rotation speed exceeds the set value.

In this case, if the change lever is in the manual gear, the specified gear is set as the target gear, and if it is in the automatic gear range D, PW, the accelerator opening, vehicle speed, etc. are set based on the gear selection map. The corresponding shift speed is calculated. Then, in order to shift to the target shift speed in a pattern according to the accelerator opening degree, the clutch is operated to engage and disengage to change the engine speed. Note that this gear shifting process is performed in Japanese Utility Model Sho 62-1.
A well-known speed change routine as disclosed in the specification of 16074 and the drawings is adopted, and thus the description thereof is omitted.

(Effect of the Invention) As described above, according to the vehicle start control device of the present invention, when the engine speed and the clutch speed are synchronized,
An accelerator change signal is added to the accelerator pseudo signal to update and output the accelerator pseudo signal. In this way, since the accelerator pseudo signal according to the depression change of the accelerator pedal is output, the operation of the accelerator pedal at the time of slight movement and the slight movement of the vehicle correspond to each other, and the discomfort at the time of slight movement driving can be eliminated. Moreover,
When the engine speed and the clutch speed are in sync, the clutch has a slight slip until the clutch speed exceeds the specified value, so fine engine speed fluctuations can be absorbed, giving a feeling during fine movement operation. Can be held well.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a vehicle start control device as one embodiment of the present invention, FIG. 2 is a shift pattern diagram thereof, and FIG. 3 is a characteristic line of a shift range setting shift map in the PW and D ranges. Fig. 4 is a characteristic diagram of a map for determining the duty ratio, Fig. 5 is an explanatory diagram of opening / closing characteristics of a solenoid valve during traveling, clutch engagement, clutch disengagement, etc. Fig. 7 is a change characteristic diagram, Fig. 7 is a change characteristic diagram of the clutch and the engine speed over time until synchronization, Fig. 8 is a change characteristic diagram of the clutch and engine speed after the change after synchronization, and Figs. It is a flow chart of an automatic shift control program built in a control unit in the above-mentioned device. 11 …… Engine, 15 …… Friction clutch, 17 …… Gear-type transmission, 21 …… Fuel injection pump, 25 …… Electromagnetic actuator, 27 …… Engine rotation sensor, 33 …… Clutch actuator, 35 …… Clutch stroke Sensor 41, Clutch rotation sensor 61, Change lever, 63 Gear switch, 65 Gear shift unit, 71 Control unit, 79 Vehicle speed sensor, 85 Accelerator sensor, 93 Engine control Unit, VA ... Accelerator opening equivalent voltage, VAC ... Accelerator pseudo signal voltage, ΔV
A: Voltage equivalent to accelerator change.

Claims (1)

[Scope of utility model registration request] 1. A clutch actuator for intermittently operating a clutch connected to an engine, a gear type transmission connected to the clutch, an engine rotation sensor for outputting information on the number of revolutions of the engine, and information on an opening degree of an accelerator. Accelerator sensor, and a vehicle speed sensor that outputs vehicle speed information,
A clutch rotation sensor that outputs rotation speed information of the output shaft of the clutch, a clutch stroke sensor that outputs stroke information of the clutch, an accelerator pseudo signal is set from the accelerator opening information, and the engine rotation speed information and A vehicle start control device comprising: clutch control means for determining the synchronization of the two based on clutch rotational speed information to control engagement / disengagement of the clutch; and engine control means for controlling the engine in response to the accelerator pseudo signal. When the clutch control means is in the synchronization, it sets an accelerator change equivalent value which is a change rate according to the accelerator opening information, and adds the accelerator change equivalent value to the accelerator pseudo signal to add the accelerator pseudo signal. Until the clutch speed exceeds the specified value. A start control device for a vehicle, which is characterized by not completely joining the vehicle.