JPH09323569A - Shift control device for vehicle transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accelerate a vehicle with good responsiveness by stopping the control by a second fuel control means and switching it to the control by a first fuel control means when a clutch pedal is operated at a point of time when the shift is ended during the operation of a clutch control means. SOLUTION: When a clutch pedal is still in operation even at a point of time when the present number of speeds is displayed on a shift stage display board after the shift is ended, the output of a pseudo accelerator opening signal VAC is immediately stopped, and the accelerator opening signal is set to the present accelerator opening signal VA according to the operating quantity of an accelerator pedal. Thus, when a driver confirms that the number of speeds is switched and operates the accelerator pedal, rack position Rw, or fuel injection quantity becomes a value according to the present accelerator opening VA. Therefore, the time lug up to the eruption of an engine is eliminated, and the vehicle can be accelerated with good responsiveness according to the driver's intention.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a vehicle transmission, and more particularly to a shift control device for a vehicle transmission having a clutch that can be engaged and disengaged not only automatically but also manually.

[0002]

2. Description of the Related Art Conventionally, as a vehicle transmission, an automatic transmission in which a shift operation is automated has been frequently used. In the case of a small vehicle, the automatic transmission mainly employs a torque converter instead of a clutch. However, in large vehicles such as buses and trucks, the transmission amount of the driving torque is large, and it is difficult for the torque converter to sufficiently transmit the driving torque.

Therefore, a transmission having a structure in which a mechanical transmission similar to a manual transmission is used and a clutch device capable of automatically connecting and disconnecting is connected to the transmission has been developed for large vehicles. As a result, even if the transmission drive torque is large, the clutch is automatically controlled according to the shift timing,
It is possible to change gears automatically. Then, in such an automatic transmission, normally, during the shift control, to maintain the engine speed at a predetermined speed, regardless of whether the accelerator pedal is depressed, a pseudo accelerator opening signal is supplied to the engine, The amount of fuel supplied to the engine is set to a predetermined amount. As a result, smooth and smooth shift control can be realized.

[0004]

By the way, in order to more appropriately reflect the driver's intention, not only the clutch is automatically controlled as described above, but also an automatic gear shift which has a clutch pedal and allows manual clutch operation. Machines have also been developed. In an automatic transmission having such a clutch pedal, the clutch can be disengaged by stepping on the clutch pedal even when the selected position is in the D range and the automatic transmission mode is set. Therefore, for example, it is possible to depress the clutch pedal during automatic gear shifting and release the clutch pedal to put the clutch in the connected state when the gear shifting is completed. It is also possible to drive close.

However, in most cases, the above-described pseudo accelerator opening signal is continuously output to the engine when the shift is achieved. That is, at the time when the shift is completed, the engine often does not blow up even if the accelerator pedal is depressed. Therefore, even if the driver releases the clutch pedal as described above and at the same time attempts to accelerate the vehicle by depressing the accelerator pedal, the acceleration may not be achieved. If the vehicle is not accelerated in this way with good response, the driver may feel uncomfortable and this is not preferable.

The present invention has been made based on the above-mentioned circumstances, and its object is to make the vehicle respond when the clutch pedal is depressed and released immediately after the completion of the shift even during the automatic shift. An object of the present invention is to provide a shift control device for a vehicle transmission that can accelerate well.

[0007]

In order to achieve the above object, in the invention of claim 1, a clutch is provided between the engine and the transmission for connecting and disconnecting power transmission from the engine to the transmission. A shift control means for setting an appropriate shift speed in accordance with the operating state of the engine and controlling the shift of the transmission so as to attain the appropriate shift speed; and a shift start in cooperation with the shift control means. A clutch control unit that puts the clutch into a disengaged state and puts the clutch into an engaged state after the shift is completed, a clutch pedal that can be operated to connect and disconnect the clutch independently of the clutch control unit, and an accelerator. First fuel control means for controlling the amount of fuel supplied to the engine in response to pedal operation, and during operation of the clutch control means, the engine speed is set to a predetermined speed. The second fuel control means for controlling the fuel supply amount to the engine so that the second fuel is controlled when the clutch pedal is operated at the time when the shift is completed during the operation of the clutch control means. Switching means for stopping the control by the control means and switching to the control by the first fuel control means.

Therefore, when the shift control means performs the shift control, the clutch control means first disengages the clutch, and after the shift is completed, the clutch control means also returns the clutch to the engaged state. On the other hand, during this period, the second fuel control means controls the fuel supply amount to the engine so that the engine speed becomes the predetermined rotation speed, whereby the shift control is smoothly and favorably performed. However, if the clutch pedal is depressed at the time when the shift is completed, the control of the fuel supply amount by the second fuel control means is stopped, and in this case, the first fuel
The control of the fuel supply amount according to the depression amount of the accelerator pedal by the fuel control means is switched and applied. As a result, for example, when the clutch pedal is released and the accelerator pedal is depressed immediately after the shift is completed, the vehicle can be accelerated with good response.

According to the second aspect of the present invention, there is further provided a shift speed detecting means for detecting the shift speed and a display means for displaying the detected shift speed on an instrument panel provided in a vehicle compartment. The display means updates the display of the shift speed when the shift is completed. Therefore, the current shift speed is displayed when the shift is completed, and the driver can quickly recognize that the shift speed has been switched at this timing. As a result, for example, if the driver depresses the clutch pedal at the time when the shift is completed, the driver immediately releases the clutch pedal after confirming that the gear position display on the instrument panel has been switched. It is possible to do. At this time, since the control by the first fuel control means is applied, it is possible to favorably accelerate the vehicle according to the depression amount of the accelerator pedal while releasing the clutch pedal.

Further, the invention of claim 3 is characterized in that the predetermined number of revolutions is the number of revolutions of the output shaft of the clutch at the time when the shift is completed. Therefore, in the normal case where the clutch pedal is not depressed at the end of the shift and the clutch operation is performed only by the clutch control means, the second fuel control means causes the engine speed to end. The fuel supply amount to the engine is favorably controlled so that the output shaft speed of the clutch at that time is reached. As a result, smooth vehicle running without shock can be realized when the shift is completed and the clutch is engaged.

[0011]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 shows an overall configuration of a drive system of a vehicle (truck, bus, etc.) to which a transmission shift control device according to the present invention is applied. Hereinafter, the configuration of the drive system of the vehicle including the transmission of the vehicle will be described with reference to FIG.

Referring to FIG. 1, a diesel engine (hereinafter referred to as engine) 1 is connected to an engine output shaft 2
The engine output shaft 2 is connected to a gear type transmission (hereinafter simply referred to as a transmission) 4 via a clutch device 3.
It is connected to the. As a result, the output of the engine 1 is transmitted to the transmission 4, and the transmission 4 performs a shift. The transmission 4 has seven forward speeds (1 speed) in addition to the reverse speed.
(7th speed to 7th speed). The clutch device 3 is configured so that, when the transmission 4 is automatically shifted, the clutch device 3 is automatically controlled to be connected or disconnected, which will be described later in detail.

The engine 1 has a fuel injection pump (hereinafter referred to as an injection pump) for supplying fuel to the engine 1.
6 are provided. The injection pump 6 is a device that operates the pump by the output of the engine 1 transmitted via a pump input shaft (not shown) to inject fuel. The injection pump 6 is provided with a control rack (not shown) for adjusting a fuel injection amount, and further provided with a rack position sensor 9 for detecting a rack position (control rack position) RW of the control rack. Have been. In the vicinity of the pump input shaft, an engine rotation sensor 8 for detecting the rotation speed of the pump input shaft and detecting the rotation speed of the output shaft 2 of the engine 1, that is, the engine rotation speed Ne, based on the rotation speed is provided. I have.

The clutch device 3 is an ordinary machine in which the clutch plate 12 is pressed against the flywheel 10 by the pressure spring 11 to be in the connected state, while the clutch plate 12 is separated from the flywheel 10 to be in the disconnected state. The friction clutch can be automatically operated. That is, the air cylinder unit 16 which is interlocked with the clutch pedal 13 and functions as a clutch connecting / disconnecting actuator is connected to the clutch plate 12 via the outer lever 12a. An air tank 34 is connected to the air cylinder unit 16 via an air passage 30 serving as an air supply passage. Therefore, the air is supplied from the air tank 34 through the air passage 30 so that the air cylinder unit 1
6 works automatically. As a result, the clutch plate 12 moves, and the connection and disconnection of the clutch are automatically performed.

More specifically, when the air cylinder unit 16 shifts from the non-actuated state to the actuated state, the clutch plate 12 moves in the direction away from the flywheel 10, whereby the clutch device 3 changes from the engaged state to the disengaged state. To do. On the other hand, when the air cylinder unit 16 is in the non-operation state, the clutch plate 12 is brought into pressure contact with the flywheel 10 by the pressure spring 11, and the clutch device 3 is held in the connected state. The automatic connection and disconnection of the clutch is performed in accordance with the automatic transmission of the transmission 4 as described above.

A hydraulic master cylinder 13a is connected to the clutch pedal 13 so as to interlock with the depression operation of the clutch pedal 13. The hydraulic master cylinder 1 is connected to the hydraulic master cylinder 1a.
The oil passage 13b is connected to 3a. The oil passage 13b is connected to the air cylinder unit 16.
Therefore, when the clutch pedal 13 is depressed, hydraulic oil is supplied from the hydraulic master cylinder 13a to the air cylinder unit 16 side via the oil passage 13b, whereby the clutch plate 12 operates via the air cylinder unit 16,
The clutch device 3 can be operated not only automatically but also manually.

Referring to FIG. 2, there is shown a detailed view of the air cylinder unit 16, and the details of the construction of the air cylinder unit 16 will be described below with reference to FIG. As shown in the figure, an air cylinder body 102, which is a main part of the air cylinder unit 16, is provided with an air cylinder portion 102.
A power piston 104 is slidably fitted in the inside of the. As a result, the inside of the air cylinder portion 102 is divided into a chamber 102a and a chamber 102b. A rod 106 is connected to the power piston 104 in a substantially integrated manner, and the rod 106 is connected to the clutch 12. Therefore, when the power piston 104 slides in the air cylinder portion 102, the rod 106 moves accordingly, whereby the clutch 12 causes the outer lever 12 to move.
The connection / disconnection operation can be performed via a.

A hydraulic cylinder portion 108 is formed in the air cylinder body 100 integrally with the air cylinder portion 102. A hydraulic piston 110 is provided in the hydraulic cylinder portion 108, and the hydraulic piston 110 is configured to push the power piston 104 by a hydraulic rod 112 having the same axis as the rod 106.

As shown in the figure, the hydraulic cylinder portion 108
The flow dividing pipe 11 communicating with the inside of the hydraulic cylinder 108.
4 is connected, the oil passage 13b is connected to one end of the distribution pipe 114, and the oil passage 116 is connected to the other end.
Is connected. Therefore, as described above, when the clutch pedal 13 is depressed, the hydraulic oil is supplied from the hydraulic master cylinder 13a to the flow dividing pipe 114 via the oil passage 13b, and the hydraulic oil is supplied to the inside of the hydraulic cylinder portion 108 and the oil passage 116. It will be split.

Further, a relay valve 120 is integrally provided in the air cylinder body 100, and a relay piston 122 is fitted in the relay valve 120 so as to be slidable inside the relay valve 120. . The relay valve 120 includes the air passages 124, 12
Three air paths 6,128 are connected. Specifically, these are the relay valve 1 with the air passage 128 at the center.
Twenty axially connected with a predetermined interval.
Therefore, this relay valve 120 is
22 according to the sliding position of the air passage 124 and the air passage 1
It has a function as a switching valve for switching the communication of 28 and the communication of the air passage 126 and the air passage 128.

The air passage 124 is formed by the air cylinder body 10.
0, the tip of which extends above the air cylinder portion 10
The chamber 102a inside 2 has an opening. The air passage 126 also extends inside the air cylinder body 100, and can communicate with the air passage 130 connected to the air cylinder body 100. This air passage 130
Are connected to the air passage 30. The air passage 128 is connected to a shuttle valve 132 as a double check valve. Further, the electromagnetic 3-way valve 140 is provided with a shuttle valve 132 via an air passage 134.
It is connected to the.

From the center of the shuttle valve 132, the air passage 1
36 extends, and the tip of the air passage 136 is connected to the air cylinder portion 102. As a result, the air passage 136 and the chamber 102b inside the air cylinder portion 102 are formed.
And are in communication. That is, this shuttle valve 132
Has a function of automatically switching communication between the air passage 128 and the air passage 136 and communication between the air passage 134 and the air passage 136 according to the pressure of the air flowing in the air passage 128 or the air passage 134.

The three-way valve 140 is connected to the air passage 30 and further connected to the air passage 138. The air passage 138 is provided in the air cylinder body 10.
0, and communicates with an air passage 142 that extends inside the air cylinder body 100 and opens toward the chamber 102a. The three-way valve 140 is electrically connected to the ECU 80, and in response to a drive signal from the ECU 80, communication between the air passage 30 and the air passage 134 and the air passage 134.
The communication between the air passage 138 and the air passage 138 can be switched.

Referring to FIG. 3, a three-way valve 140
The ON state (a) and the OFF state (b) are schematically shown. As shown by the arrow in the figure, the 3-way valve 140 is in the ON state (a), that is, an electric signal is supplied. In the above state, the communication between the air passage 30 and the air passage 134 is achieved, while in the off state (b), that is, the state where the electric signal is cut off, the communication between the air passage 134 and the air passage 138 is achieved. Is being done.

Reference numeral 144 in FIG. 2 is an exhaust port for letting air in the chamber 102a inside the air cylinder portion 102 escape to the atmosphere. In the air cylinder unit 16 thus configured, for example, the 3-way valve 14
When 0 is turned on and the clutch device 3 is automatically activated, the communication between the air passage 30 and the air passage 134 is achieved (see FIG. 3), and the air flows as indicated by the solid line arrow to cause the inside of the chamber 102b. Is supplied to. Therefore, in this case, the power piston 104 is pushed to the chamber 102a side, and accordingly, the rod 106 moves in the protruding direction.
As a result, the clutch 12 is disengaged.

Thereafter, when the three-way valve 140 is turned off, the communication between the air passage 134 and the air passage 138 is achieved (see FIG. 3), and the clutch plate 12 is pushed back to the connecting side by the pressure spring 11. Then, the power piston 104 is pushed toward the chamber 102b. Then, the air in the chamber 102b flows as shown by the double solid line arrow in the figure and is supplied into the chamber 102a. This allows the chamber 102
The air pressure in a is made substantially equal to the air pressure in the chamber 102b,
Therefore, the power piston 104 slides smoothly in the air cylinder portion 102 without resistance.

When the clutch pedal 13 is stepped on while the 3-way valve 140 is off, hydraulic oil is supplied from the hydraulic master cylinder 13a into the hydraulic cylinder portion 108 via the oil passage 13b. As a result, the hydraulic piston 110 is pushed, the rod 106 synchronously moves in the protruding direction, and the clutch 12 is disengaged.
At the same time, the hydraulic oil is also supplied into the relay valve 120 via the oil passage 116, and the hydraulic oil is supplied to the relay piston 122.
To enable communication between the air passage 126 and the air passage 128. As a result, the air flows from the air passage 30 to the air passage 130, the air passage 1 as shown by the dashed arrow in the figure.
26 through the air passage 128 and the air passage 136
The power piston 104 is pushed by being guided into 02b.
Therefore, when the clutch pedal 13 is depressed, the rod 106 is satisfactorily pushed in the protruding direction by not only the pressure of the hydraulic oil but also the pressure of the air.

Thereafter, when the depression of the clutch pedal 13 is released, the clutch plate 12 causes the pressure spring 1 to move.
The power piston 104 is pushed toward the chamber 102b by being pushed back to the connection side by the hydraulic cylinder unit 108.
The hydraulic oil inside and in the relay valve 120 is returned to the hydraulic master cylinder 13a. With this, relay piston 1
22 is also returned, and the communication between the air passage 124 and the air passage 128 is enabled. As a result, the air in the chamber 102b becomes
As shown by double-dashed arrows in the figure, the air is supplied from the air passage 136 into the chamber 102a through the air passage 128 and the air passage 124. Therefore, as in the case of the above-mentioned automatic operation state, the air pressure in the chamber 102a is made substantially equal to the air pressure in the chamber 102b, and the power piston 104 moves to the air cylinder portion 1.
It slides smoothly in 02 without resistance.

Referring again to FIG. 1, the clutch pedal 1
A clutch depression sensor 15 for detecting the depression amount of the clutch pedal 13 is provided at 3. The air cylinder unit 16 of the clutch device 3 is provided with a clutch stroke sensor 17 for detecting a clutch stroke SCL. Further, a clutch touch sensor 18 for detecting a connection state between the clutch plate 12 and the flywheel 10 is provided. In addition, the input shaft 20 of the transmission 4
A clutch rotation sensor 22 for detecting the rotation speed of the input shaft 20, that is, the clutch rotation speed NCL is attached to the.

The change lever 60 is a select lever of the transmission 4. The change lever 60 is connected to a shift stage selection switch 62. The gear position selection switch 62 detects each range of the change lever 60 when the change lever 60 is operated. The gear selection switch 62 is connected to the ECU 80, and, as described later, the ECU 80 is connected to a gear shift unit 64 for meshing gears of the transmission 4, that is, for switching the gear position. Thus, when the detection signal of each range is supplied from the gear selection switch 62 to the ECU 80, the gear shift unit 64 operates according to the signal, and the gear position of the transmission 4 is switched.

The gear shift unit 64 includes a plurality of solenoid valves (only one of which is shown in FIG. 1) 66 operated by an operation signal from the ECU 80, and a plurality of shift forks (not shown) in the transmission 4. Power cylinder (not shown). These power cylinders of the gear shift unit 64 are connected to the electromagnetic valve 66, the air passage 67,
And is connected to the above-described air passage 30, and thus operates when high-pressure operating air is supplied from the air tank 34. That is, the electromagnetic valve 66 is connected to the ECU 80.
, Each power cylinder operates according to the operation signal, whereby the meshing state of the gear transmission 4 is appropriately changed.

In the vicinity of the gear shift unit 64 of the transmission 4, a gear position switch (gear position detecting means) 68 as a gear position sensor for detecting each gear is attached.
The gear position switch 68 outputs a current gear position signal to the ECU 80. The accelerator pedal 70 is provided with an accelerator opening sensor 72. Further, a vehicle speed sensor 78 for detecting the vehicle speed V is attached to the output shaft 76 of the transmission 4.

Reference numeral 82 in FIG. 1 denotes an engine control unit provided separately from the ECU 80.
The engine control unit 82 is a device that supplies a signal from the ECU 80 corresponding to information from each sensor and accelerator opening information VA to an electronic governor (not shown) in the injection pump 6. Drive control is performed. That is, the engine control unit 82
When a command signal is supplied from the electronic governor to the electronic governor, the control rack is operated to increase or decrease the fuel, and the increase or decrease of the engine speed Ne is controlled.

Further, reference numeral 96 is a display unit (instrument panel) for displaying various running states of the vehicle. Referring to FIG. 4, the display unit 96 is shown enlarged. As shown in the figure, in addition to various meters, the display unit 96 has a gear stage display panel (display means) 97 for electronically displaying the number of the current gear stage based on information from the gear position switch 68. It is provided.

The ECU 80 is a microcomputer (C
PU), a memory, and an interface as an input / output signal processing circuit. On the input side of the ECU 80, the above-described engine rotation sensor 8, rack position sensor 9, clutch depression sensor 15, clutch stroke sensor 17, clutch touch sensor 18, clutch rotation sensor 22, gear position selection switch 62, gear position switch 6,
8, an accelerator opening sensor 72, a vehicle speed sensor 78, and the like are connected, and information from these sensors and the like is input.

On the other hand, the electromagnetic valve 66, the engine control unit 82, the display unit 96, the three-way valve 140, etc. are connected to the output side of the ECU 80. The memory of the ECU 80 is composed of a read-only ROM in which a flowchart (not shown) is written as a program or data and a writable RAM.

For example, in the ROM, when the range position is set to the D range, a shift map for determining the target shift speed based on the vehicle speed V, the accelerator opening VA, and the engine speed Ne (see FIG. (Not shown) is stored. Therefore, when the range position is in the D range, the target shift speed is determined from this shift map based on the vehicle speed V, the accelerator opening VA or the engine speed Ne. And E
The CU 80 gives a shift signal corresponding to the target shift speed to each electromagnetic valve 66 of the gear shift unit 64 to adjust the gear to the target shift speed. As a result, automatic shift control is performed.

The automatic shift control of the shift control device configured as described above will be described in more detail below. When the target shift speed is uniquely determined, the ECU 80 gives a shift signal corresponding to the target shift speed to each solenoid valve 66 of the gear shift unit 64 according to the depression state of the clutch pedal 13. At the same time, a drive signal is supplied to the 3-way valve 140. That is, when the shift signal is supplied and the shift control is started, the three-way valve 140 is switched and controlled.

Then, substantially at the same time as the start of the shift control, the air cylinder unit 16 automatically operates and the clutch plate 12
Is separated from the flywheel 10 and the clutch device 3 is disengaged. After that, when the shift is substantially achieved, the three-way valve 140 is well controlled, whereby the clutch plate 12 is gradually brought into pressure contact with the flywheel 10, and the clutch device 3 is reconnected. .

Referring to FIG. 5, there is shown a flowchart of an automatic shift control routine of the shift control device according to the present invention, which is executed by the ECU 80. The automatic shift control procedure for the transmission will be described below with reference to FIG. explain.
Here, the automatic shift control in the case where the shift is downshift is described as an example, but the same applies to the upshift.

First, in step S10, the shift map is read in order to perform the automatic shift control, and the target shift speed is obtained. Then, in the next step S11, it is determined whether or not the target shift speed is the current shift speed (abbreviated as the current shift speed). The determination result of step S11 is true (Yes).
If the target gear is the current gear (target gear = current gear), there is no need for gear shifting and the routine is exited without doing anything. On the other hand, the determination result of step S11 is false (No),
When the target shift speed is different from the current shift speed, shift control is started (command means).

In step S12, the pseudo accelerator opening signal VAC is supplied to the engine control unit 82 (second fuel control means). The pseudo accelerator opening degree signal VAC is a signal for controlling the engine speed Ne during the shift control to a predetermined suitable rotation state. Here, first, at least an accelerator that can hold the current engine speed Ne1 is held. A pseudo accelerator opening signal VAC corresponding to the opening signal VA is output. As a result, the accelerator opening signal VA is replaced with the pseudo accelerator opening signal VAC, and therefore, the engine speed Ne is preferably automatically controlled.
The shift can be favorably advanced.

At the next step S14, it is judged if the accelerator pedal 70 is depressed. If the determination result is false (No) and it is determined that the accelerator pedal 70 is not depressed, the process proceeds to step S16, and the pseudo accelerator opening signal VA set in step S12 is set.
C is made to correspond to the clutch rotational speed NCL in order to make it more realistic. Here, the pseudo accelerator opening signal VAC is set to a value corresponding to the current clutch rotational speed NCL1 (predetermined rotational speed).

On the other hand, the determination result of step S14 is true (Y
es), when the accelerator pedal 70 is depressed, it can be considered that the driver needs a high driving torque immediately after the completion of the shift control. In this case, the process proceeds to step S18, and the pseudo operation is performed. The accelerator opening signal VAC,
The value is set to a value corresponding to the clutch rotational speed NCL2 after the shift that is predicted to be reached after the shift control is completed (predetermined rotational speed). As a result, good acceleration can be realized immediately after the end of the shift control.

When steps S16 and S18 are executed,
Next, in step S23, the clutch and shift control are performed. Here, the flowchart of the subroutine for clutch and shift control as shown in FIG. 6 is executed. In step S24, a clutch disconnection command is output. Specifically, a drive signal corresponding to the clutch disengagement command is output to the 3-way valve 140. As a result, as described above,
The way valve 140 is turned on, the air cylinder unit 16 operates, and the clutch is automatically disengaged.

After step S24 is executed, the process proceeds to step S26. In step S26, a gear disengagement start command for the gear meshed at the current gear is first output in order to change the grip of the gear. In particular,
The drive signal is output to the corresponding solenoid valve 66 of the gear shift unit 64. Then, in the next step S28,
A gear shift start command is output to shift to the target shift speed, and a drive signal is also output to the corresponding solenoid valve 66 of the gear shift unit 64 (shift control means).

In the next step S30, it is determined whether or not the gear shifting is completed and the gear position is set to the target gear position.
Here, a gear position signal is output from the gear position switch 68, and determination is performed based on this gear position signal.
If the result of the determination is false, and gear shifting has not yet been completed, the process waits for gear shifting to be completed. On the other hand, if it is determined that the gear shifting has been completed and the gear has been set to the target gear, the process proceeds to step S32.

In step S32, the gear position switch 6
Based on the gear position signal from 8, the gear position is output to the display unit 96, and the gear position display board 97 electronically displays the current gear number. Then, in step S34, a clutch connection command is output (clutch control means).
Specifically, the supply of the drive signal output to the 3-way valve 140 is stopped based on the execution of step S24. Thereby, the rod 1 of the air cylinder unit 16
06 is pushed back to the pressure spring 11, and the clutch is reengaged.

Returning to FIG. 5, at step S36, it is again determined whether or not the clutch pedal 13 is depressed at the time when the gear shift is achieved and the clutch connection command is output (switching means). When the determination result is false and it is determined that the clutch pedal 13 is not depressed, the process proceeds to step S38. In step S38, in accordance with the clutch connection command, the engine control unit 8
The pseudo accelerator opening signal VAC output to 2 is gradually changed to match the current accelerator opening signal VA.
As a result, the shifting is completed smoothly without shock.

On the other hand, the determination result of step S36 is true,
If it is determined that the clutch pedal 13 is depressed, then the process proceeds to step S40. This step S40
Then, the pseudo accelerator opening signal VAC output to the engine control unit 82 is immediately stopped, and the accelerator opening signal supplied to the engine control unit 82 is changed to the current accelerator opening signal corresponding to the depression amount of the accelerator pedal 70. Switch to VA (first fuel control means). Thereby, for example, the clutch pedal 13 that has been stepped on
In some cases, the engine 1 is controlled satisfactorily based on the current accelerator opening degree signal VA according to the driver's intention, instead of the pseudo accelerator opening degree signal VAC. As a result, it is possible to achieve highly responsive acceleration.

Referring to FIG. 7, when the determination result of step S36 is true, that is, when the shift is achieved and the clutch pedal 13 is depressed at the time when the clutch engagement command is output, the clutch stroke is determined. A graph showing changes over time of SCL, gear position, rack position RW, and accelerator opening degree VA is shown. Here, for example, the shift-down control from the third gear to the second gear is shown.

As shown in the figure, when the shift start command is output and the shift control is started, the pseudo accelerator opening signal V
AC is output, whereby the pattern of the rack position RW is determined, and the fuel injection amount is automatically controlled regardless of the operation of the accelerator pedal 70 (steps S12, S1).
6, S18). Then, a drive signal corresponding to the clutch connection / disconnection command as indicated by the chain double-dashed line in the figure is supplied from the ECU 80 to the 3-way valve 140 (step S2).
4). In response to this, the air cylinder unit 16 operates as shown by the solid line, and the clutch is changed from the connected state to the disconnected state.

After that, the clutch pedal 13 is stepped on as shown by the broken line in the figure, but in this state, the shift speed is switched from the third speed to the neutral speed and then to the second speed (step S26). , S28, S30). Then, at the same time when the shift is achieved, the current shift stage number is electronically displayed on the shift stage display board 97 of the display unit 96. By the way, as is clear from the figure, in this case, the clutch pedal 13 is still in the depressed state even when the current gear number is displayed on the gear stage display panel 97 after the gear shift is completed. . Therefore, at this time, the output of the pseudo accelerator opening signal VAC is immediately stopped, and the accelerator opening signal is set to the current accelerator opening signal VA corresponding to the depression amount of the accelerator pedal 70 (step S40).

As a result, for example, when the driver depresses the accelerator pedal 70 after seeing that the number of gear stages of the gear stage display panel 97 has been changed, the rack position RW, that is, the fuel injection amount is currently Is set to a value corresponding to the accelerator opening degree VA (shown by a solid line), and the pseudo accelerator opening degree signal VAC is normally set.
Becomes a larger value than the value (indicated by the one-dot chain line) when gradually increasing the current accelerator opening VA (when executing step S38).

Therefore, as shown in the figure, when the clutch pedal 13 is returned immediately after the shift is completed, the air cylinder unit 16 is operated mainly in response to the operation of the clutch pedal 13 to connect the clutch, The rack position RW, that is, the fuel injection amount is set to the current accelerator opening V
According to A, it is possible to satisfactorily increase and to increase the engine speed Ne. That is, when the clutch pedal 13 is stepped on at the time of shifting while the range position is in the D range and then the clutch pedal 13 is returned when the shifting is achieved, the engine 1 is operated without a time lag until it blows up. It is possible to accelerate the vehicle with good response according to the person's intention.

As described above in detail, in the shift control device for a vehicle transmission according to the present invention, when the shift control is normally executed, the pseudo accelerator opening signal VAC is output from the shift control start to the control end. Thus, the operating state of the engine 1 during gear shifting is automatically controlled. On the other hand, as is clear from the execution result of step S36 in FIG. 5, the clutch pedal 13 is depressed while the range position is in the D range. If the clutch pedal 13 is still depressed even after the shift is achieved, the output of the pseudo accelerator opening signal VAC is stopped when the shift is completed, and the accelerator is output to the engine control unit 82. The opening signal is returned to the normal current accelerator opening signal VA.

Therefore, in the shift control apparatus, the current gear number is displayed on the gear display panel 97 of the display unit 96 when the gear shift is completed, but the driver sees the change of the gear number and the clutch. When the pedal 13 is immediately released and the accelerator pedal 70 is stepped on at the same time, the vehicle can be accelerated with good response in accordance with the accelerator opening degree VA without a time lag of the engine 1 blowing up.

[0058]

As described above in detail, according to the shift control device for a vehicle transmission of claim 1 of the present invention, the shift control device is provided between the engine and the transmission, and the transmission from the engine to the transmission is changed. A clutch that connects and disconnects power transmission, and a shift control means that sets an appropriate shift speed according to the operating state of the engine and controls the transmission to shift to an appropriate shift speed; The clutch control means for putting the clutch in the disengaged state before the start and for putting the clutch in the engaged state after the shift is completed, a clutch pedal capable of engaging and disengaging the clutch independently of the clutch control means, and an accelerator pedal During operation of the first fuel control unit that controls the fuel supply amount to the engine according to the operation and the clutch control unit, the fuel supply amount to the engine is controlled so that the engine rotation speed becomes a predetermined rotation speed. During operation of the second fuel control means and the clutch control means, when the clutch pedal is operated at the time when the shift is completed, the control by the second fuel control means is stopped and the first fuel control means is operated. Since the shift control means performs the shift control and the clutch is disengaged and then returned to the connected state, the second fuel control means operates the engine. The fuel supply amount to the engine can be controlled so that the rotation speed becomes the predetermined rotation speed, while the second fuel control means immediately controls the fuel supply amount when the clutch pedal is depressed at the time of completion of the gear shift. It is possible to stop and switch the control of the fuel supply amount according to the depression amount of the accelerator pedal by the first fuel control means. Therefore, for example, when the clutch pedal is released and the accelerator pedal is depressed immediately after the shift is completed, the vehicle can be responsively accelerated without a time lag of engine blowing up.

According to another aspect of the present invention, there is provided the gear shift control device for a vehicle transmission, wherein the gear shift detecting means for detecting the gear shift stage and the detected gear shift stage are displayed on the instrument panel provided in the vehicle compartment. Further, the display means updates the display of the shift speed at the time when the shift is completed, so that the driver can quickly recognize that the shift speed is switched at the time when the shift is completed. Therefore, for example, if the driver depresses the clutch pedal at the end of the shift, the driver can immediately release the clutch pedal after confirming that the gear position display on the instrument panel has changed. it can. At this time, since the control by the first fuel control means is applied, it is possible to suitably control the fuel supply amount according to the depression amount of the accelerator pedal while releasing the clutch pedal. Therefore, the engine blows up. The vehicle can be favorably accelerated without any time lag.

Further, according to the shift control device for a vehicle transmission of the third aspect, since the predetermined rotation speed is the output shaft rotation speed of the clutch at the time when the shift is completed, the clutch pedal at the time when the shift is completed. In the normal case where the engine is not stepped on, the second fuel control means improves the fuel supply amount to the engine so that the engine speed becomes the output shaft speed of the clutch at the end of the gear shift. You can control. As a result, when the shift is completed and the clutch is brought into the engaged state by the clutch control means, smooth vehicle running without shock can be realized.

[Brief description of drawings]

FIG. 1 is a diagram showing an overall configuration of a drive system of a vehicle to which a clutch device according to the present invention is applied.

FIG. 2 is a detailed view showing an air cylinder unit in FIG.

FIG. 3 is a view showing a structure of the air cylinder unit 3 shown in FIG.
It is a figure explaining the operation of a way valve.

FIG. 4 is a detailed view showing a display unit in FIG.

FIG. 5 is a flowchart showing a control routine of downshift control of automatic shift control.

FIG. 6 is a flowchart showing a clutch / shift control subroutine in FIG. 5;

FIG. 7 is a diagram showing changes over time of a clutch stroke SCL, a gear position, a rack position RW, and an accelerator opening degree VA when the clutch pedal is depressed at the end of gear shifting.

[Explanation of symbols]

1 Diesel Engine 3 Clutch Device 4 Transmission 8 Engine Rotation Sensor 10 Flywheel 12 Clutch Plate 13 Clutch Pedal 15 Clutch Depression Sensor 16 Air Cylinder Unit 22 Clutch Rotation Sensor 60 Change Lever 62 Change Gear Selection Switch 68 Gear Position Switch (Gear Position Detection) 70) Accelerator pedal 72 Accelerator opening sensor 80 Electronic control unit (ECU) 96 Display unit (instrument panel) 97 Gear stage display panel (display means) 140 3-way valve

Claims (3)

[Claims] 1. A clutch which is provided between an engine and a transmission and which connects and disconnects power transmission from the engine to the transmission, and an appropriate shift stage is set in accordance with an operating state of the engine. Gear shift control means for controlling the gear shift of the transmission so that the gear shifts to different gears, the clutch is disengaged before the gear shift is started, and the clutch is engaged after the gear shift is completed. A clutch control unit that is in a connected state, a clutch pedal that can make and disconnect the clutch independently of the clutch control unit, and a first fuel amount control unit that controls the fuel supply amount to the engine according to the operation of an accelerator pedal. A second fuel control that controls the amount of fuel supplied to the engine so that the engine speed becomes a predetermined engine speed during operation of the fuel control means and the clutch control means. And when the clutch pedal is operated when the shift is completed during the operation of the clutch control means, the control by the second fuel control means is stopped and the control by the first fuel control means is performed. A shift control device for a vehicle transmission, comprising: 2. A gear shift detecting means for detecting the shift speed, and a display means for displaying the detected shift speed on an instrument panel provided in a vehicle compartment, the display means comprising: The shift control device for a vehicle transmission according to claim 1, wherein the display of the shift speed is updated at the time when the shift is completed. 3. The shift control device for a vehicle transmission according to claim 1, wherein the predetermined rotation speed is the rotation speed of the output shaft of the clutch at the time when the shift is completed.