JPS61222825A - Transmission - Google Patents

Abstract

PURPOSE:To perform clutch engagement in a manner conformable to the state of a driving road and the adjustment of loadage as well as to relieve a shock at the time of the clutch engagement, by carrying out half-clutch control at the time of starting with an electronic control unit on the basis of an output value of the level sensor installed in a rear axle. CONSTITUTION:An electronic control unit 12 makes each actuator operate so as to become a car driving state in response to each input signal out of an accelerator opening detecting sensor 14, a shift lever position sensor 16, an engine speed sensor 10, a car speed sensor 9, a brake sensor 18, a level sensor 19 installed in a rear axle and a clutch engaging state, and it emits an output signal making these actuators perform speed change and clutch engagement. That is to say, this control unit 12 processes and judges various signals according to a control program, controlling a clutch actuator 4 and a shifter actuator 8 of a driving part, and the control program consists of starting control and shift control.

Description

Detailed Description of the Invention [Industrial Application Field] The present invention adds actuators for clutch control and shift control to a manual transmission, and also controls the engine speed,
These actuators are electronically controlled using detection signals such as vehicle speed and accelerator opening.

This invention relates to a vehicle transmission that automatically starts and changes gears.

[Prior Art] This type of transmission is disclosed in Japanese Patent Application Laid-open No. 170955/1983. This is a parallel shaft gear type transmission equipped with a clutch actuator and a transmission actuator, and is also equipped with various sensors and an electronic control device that detect vehicle speed, engine speed, accelerator pedal depression, lever position, etc. The optimum gear ratio is determined by the electronic control device by inputting the output, and the signal is output to the clutch actuator and the transmission actuator to cause the transmission to change gears. The electronic control unit stores the sequence program that controls engine operation, transmission gear switching control data, and clutch switching control data, controls engine control parameters according to operating conditions, and also controls the clutch.

Performs gear switching control of the transmission. As for the control method, an electronic control device imports various data via an input/output interface circuit, and a processing device determines the optimal gear ratio according to the amount of accelerator pedal depression, lever instructions, and engine speed indicated by the input data. and the corresponding gear switching control data.

This is accomplished by reading clutch switching control data from a read-only memory and outputting it to the transmission actuator and clutch actuator via an input/output interface circuit. This output data drives the transmission actuator and clutch actuator to perform a gear change. The clutch actuator turns on and off three electromagnetic valves using signals from the electronic control device.
By doing this, the oil passage is switched, thereby moving in the clutch disengagement direction or the clutch engagement direction. Also.

When the clutch actuator moves in the opposite direction.

A large force is applied due to the piston area, and when moving in the tangential direction, a small force is applied due to the difference in piston area. This clutch operation seems to be the same not only when changing gears but also when starting.

[Problems to be Solved by the Invention] The device disclosed in JP-A-58-170955 uses an electronic control device to calculate the optimum gear ratio based on various data, and then
The gear is changed by connecting and disconnecting the clutch, but
However, for clutch engagement control, the relationship between 1 hour and clutch torque is a constant rate, and it is probably done uniformly based on the vehicle's normal running condition and normal loading capacity, so when the vehicle is empty, the latch engages suddenly. Furthermore, when the vehicle is mounted or fully loaded, there is a problem in that the clutch plate wears out significantly due to insufficient torque.

The present invention has been made to solve the above problems, and its purpose is to provide a transmission in which clutch engagement control is adapted to the running conditions and load capacity of the vehicle. .

[Means for Solving the Problems] The present invention provides a conventional transmission with a vehicle height sensor on the rear axle side of the vehicle that detects the vehicle load, and determines the optimal clutch position based on the output value of this vehicle height sensor. The above object was achieved by having the electronic control device determine the engaged state and outputting a signal to the clutch control device to change the clutch torque for one hour.

The present invention is mainly applied to clutch engagement control when starting a vehicle, but can also be applied not only when starting but also when changing gears. An embodiment of the present invention can have the following configuration. Time-clutch torque is, for example, when the car is empty.
It can be a curve divided into three stages, such as on a boarding road, when normally loaded, and when fully loaded, or it can be a function using the output value of the vehicle height sensor and time as variables. When the clutch control device consists of a clutch actuator placed in the oil path and a solenoid valve that controls the oil amount, the electronic control device selects the clutch from the time-clutch curve group based on the output value of the vehicle height sensor. It is configured to select the optimal curve for engagement, convert it into a signal, and output it to the electromagnetic valve. The signal may be a signal that controls the amount of oil supplied or discharged from the clutch actuator based on time using an electromagnetic valve, and may be a signal based on a duty ratio or a signal that changes the valve opening degree, for example.

[Operation] The state of the vehicle at that time from stopping to starting is detected by the vehicle height sensor. Even if the vehicle is not fully loaded, when the vehicle is on the road, weight is applied to the rear axle of the vehicle, so the output value of the vehicle height sensor becomes high. This output value determines what state the clutch is in, i.e., what time -
You can tell whether to engage based on the clutch torque curve. This output value is input to an electronic control device that controls clutch control. The electronic control device selects the optimal curve from a group of predetermined time-clutch torque curves based on the output value of the vehicle height sensor, and sends a signal to the clutch control device to engage the clutch along this curve. Output to valve. If the clutch is to be engaged by discharging the pressure oil in the clutch actuator, the pressure oil in the oil passage is discharged by a signal input to the electromagnetic valve.

When the signal is a duty ratio, the oil pressure in the oil passage decreases over time depending on the ratio, and by changing the duty ratio in the time range where the clutch engagement state is changed, the clutch engagement can be brought to the optimum state. . The same applies when the signal determines the valve opening.

[Example〕 An embodiment of the above technical means will be described below.

In Figure 1, 1 is the engine, 2 is the throttle actuator, 3 is the clutch section, 4 is the clutch actuator, and 6
is a transmission, and 7 is a propeller shaft. 8 is a shift actuator attached to the transmission, 9 is a vehicle speed sensor disposed within the transmission, 10 is a rotation speed sensor attached to the engine, and 11 is a sensor that detects the amount of movement of the clutch actuator. Reference numeral 12 denotes an electronic control device including an accelerator opening detection sensor 14 attached to the accelerator pedal 13. Shift lever 15 operated by the driver
Shift lever position sensor 16 attached to the shift lever position sensor 16. Engine speed sensor 10. Vehicle speed sensor9. brake pedal 17
Brake sensor attached to 18. An output signal that operates each actuator described above so that the vehicle is in a running state and a clutch engagement state in accordance with each human power signal from the vehicle height sensor 19 attached to the rear axle, and automatically performs gear change and clutch engagement. issue.

The structure of the shift actuator 8 is shown in FIGS. 2 and 3. 6
1 is the case of the transmission 6, which includes a fork and a shift head 62A for operating the synchronizer of the transmission gears, like a conventional manual transmission.

Shift shaft 62°63. that combines 63A and 64A.
64 is arranged so as to be vertically movable in the drawing.

Shift shafts 62, 63, and 64 are 1st-2nd, respectively.
, 3rd-4th, and 5th-R gear shifts are possible. The case 61 is provided with a hole 61A, and the hole 61A is provided with a hole 61A.
A seat 61B for mounting the shift actuator 8 around A.
is provided. The actuator 8 is connected to the housing 80 through the seal member 65 to the seat 61B. The body 81 is attached. Each body has a shift shaft 62.6
Three cylinders 82°83.84 corresponding to 3.64 are arranged. FIG. 3 shows the AA cross section in FIG. 2, that is, the cross section of the cylinder 82, and the cylinders 83,
．． ' has a similar structure. A piston 85 is disposed in the center of each cylinder, and a land 86 formed on the piston 85 divides the inside of the cylinder 82 into two in the axial direction to form cylinder chambers 87 and 88.
A select lever 90 is fixed to one end 89 of the shaft portion of the shift head 62A, 63A, and the tip of the select lever 90 passes through the hole 61A of the case.
64A, respectively. A compression spring 92 and a pair of retainers 93 and 94 are engaged with the stepped portion of the other end 91 of the piston 85, and the load of the spring is transferred to the cylinder cover 82 fixed to the body 81.
and is supported by a housing 80. Furthermore, the end portions 89,9
1, switches 95 and 96 are fixed to the housing 80. Valve bodies 97 and 98 and solenoid valves that constitute a hydraulic circuit shown in FIG. 3, which will be described later, are attached to the body 81, and oil passages 101 and 102 communicating with the shift valve shown in FIG. 3 are connected to the cylinder chamber 87. 88. 99 is a housing cover and body 96. It has a built-in valve body 97, 98, solenoid valve, etc., and is isolated from the outside air.

The structure and mounting position of the vehicle height sensor 19 are shown in FIG. In this example, a strain gauge is used as the vehicle height sensor 19. The strain gauge is arranged on an arm 101 extending from the load sensing bloating valve 100. The sensing proportioning valve 100 is fixed to the cross member 102 of the vehicle, and the tip of the arm 10.1 extending from there is connected to the rear axle housing 10.
3 is rotatably attached. The arm 101 is normally attached in a slightly bent state. When the load increases, the vehicle body shrinks and the arm 101 is further bent, allowing the strain gauge to continuously measure changes in vehicle height. The output of this strain gauge is input to an electronic control unit.

FIG. 5 shows another example of the vehicle height sensor. In this example, a stroke sensor 104 is arranged in the load sensing proportioning valve 100 described above, and the movement of the arm 101 is utilized. Stroke sensor 10
4 has a main body 105 fixed to the arm 101 with rubber boots 106. In the main body 105, a holder 108 that moves up and down on a case 107 is urged downward by a spring 109.

The wiper 140 included in the holder 108 is configured to come into contact with a substrate 111 extending in the vertical direction. Board 1
11 is an object that changes the current value or voltage value, such as a resistor.

It is connected to a lead wire 112 at the upper end. A shaft 113 is arranged between the arm 101 and the holder 108. This shaft 113 transmits the movement of the arm 101 to the holder 10g.

As the wiper 110 slides on the substrate 111, a change in vehicle height is detected as a change in current value or voltage value. This value is input to the electronic control unit via lead wire 112.

The control hydraulic circuit in FIG. 6 shows the relationship between the clutch actuator 4 and the shift actuator 8.

A motor 22 driven by a battery from the strainer 21. The pressure oil supplied by the oil pump 23 is
A predetermined pressure is maintained by a regulator valve 24. One side B of this pressure oil is guided to the clutch actuator side via the check valve 25 and stored in the accumulator 26. When a clutch disengagement signal is received by the electronic control device 12, a signal is applied to the solenoid 55, and the valve 27 is activated.
is pushed down, pressure oil is introduced into the clutch actuator 4 through the second check valve 28, pushing the piston 4A to the left in the figure, and the clutch is released. Since the amount of movement of the piston 4A is detected by the sensor 11, the electronic control unit 12 determines when the movement necessary for clutch disengagement is obtained, and a signal is given to the solenoid valve 55, which causes the valve 27 to connect to the accumulator 26. The oil passage with the clutch actuator 4 is closed. After that, when the clutch engagement signal comes.

A signal is input to the solenoid valve 56, the valve opens and the oil hole 56A is opened.
The pressure oil in the clutch actuator 4 is discharged through the clutch actuator 4, and the clutch is engaged.

However, the solenoid valve 56 is capable of duty control that allows slow clutch release control, and the amount of pressure oil discharged is adjusted to obtain a clutch engagement state that is appropriate for the vehicle weight, accelerator opening, vehicle speed, and shift lever position. is sensor 1
It is determined by the electronic control unit 12 while detecting at step 1.

The other pressure oil C is a shift solenoid valve 51°52.53
．． Shift cylinders 82, 83 . . . in shift actuator 8 via shift valves 30 , 31 .
84 to perform a shift.

In the neutral (N) state where the shift lever is not shifted to any position, the solenoid valves 51, 52 .
53 is not operating, valves 30.31, 32.33
is pressed upward in FIG. 2, so the pressure oil C is not supplied to any cylinder. At this time, the position of the piston 85 in the cylinder is as shown in FIG. When the electronic control unit 12 issues an instruction from N to 1st, a signal is sent to the solenoid valve 53 to close the valve, and the pressure oil C pushes down the pistons of the valves 33 and 32.

As a result, pressure oil C entering the valve 30 passes through the passages 30b and 31.
b and enters the cylinder chamber 88 of the cylinder 82 as the 1st working pressure, pushing the piston 85 to the left in FIG. The select lever 90 is now crimped onto the piston. The shift head 62A and shift shaft 62 also move to shift to the 1st gear. At this time, the tip 61 of the piston 85 comes into contact with the switch 95, notifying the electronic control unit 12 that the 1st shift has been completed, and starting the aforementioned clutch engagement operation. Next 1
To explain the shift from st to 2nd, the above-mentioned 1
When an instruction to shift from the st state to 2nd is issued, first the aforementioned clutch disengagement operation is performed, then the solenoid valve 53 remains closed, the solenoid valve 52 is also closed, and the pressure oil C is
pushes down the piston of valve 31. As a result, pressure oil C enters the valve 30 through passages 30b and 31a.

32a and enters the cylinder chamber 87 of the cylinder 82 as the 2nd working pressure. On the other hand, the pressure oil that had entered the passage 31b flows to the drain due to the aforementioned movement of the piston of the valve 31, and is no longer supplied to the cylinder chamber 88. Therefore, due to the pressure difference in the cylinder chamber 87, the piston 85 moves to the right in FIG.

As a result, the select lever 90. shift head 62A,
The shift shaft 62 also moves to shift to the 2nd gear.

At this time, the tip 91 of the piston 85 separates from the switch 95, and the other end 89 comes into contact with the switch 96, notifying the electronic control unit 12 that the second shift has been completed, and starting the aforementioned clutch engagement operation.

Since the other shifts are basically the same as those described above, the pattern shown in FIG. 4 will be briefly described below.

2nd → 3rd; Solenoid valve 5 from the above 2nd state
3 is opened, and the piston of the valve 33 returns upward.

The pressure oil C passes through the passages 30b, 31a, and 32b, reaches the 3rd working pressure, enters the cylinder chamber 88 of the cylinder 83, moves the shift shaft 63, and shifts to the 3rd position. At this time, each cylinder chamber 87, 88 of the cylinder 82 is directly connected to the drain, and the spring 92 of the cylinder 82 causes the cylinder chamber 87, 88 to be connected directly to the drain.
The 2nd piston 85 comes to the neutral position as shown in Figure 3, and the 2nd piston 85
The shift is canceled.

3rd-4th; Solenoid valve 51 from the above 3rd state
is closed and the piston of the valve 30 is pushed downward. Pressure oil C is in passages 30a and 31C.

33C1 and becomes the 4th working pressure, and the cylinder chamber 88 of the cylinder 83 is directly connected to the drain, so the cylinder 83
The piston 85 moves to the right in FIG.
is also moved, the 3rd shift is canceled, and the shift is shifted to 4th.

4th-5th; Solenoid valve 52 from the above 4th state
is opened and the piston of the valve 31 returns upward. Pressure oil C passes through passages 30a and 31d.

32c and reaches the 5th operating pressure, enters the cylinder chamber 88 of the cylinder 84, operates the piston 85 of the cylinder 84 as shown in FIG. 3, moves the shift shaft 64, and shifts to 5th. Furthermore, since the cylinder chamber 87 of the cylinder 83 is directly connected to the drain, the piston of the cylinder 84 is
As shown in the figure, the 4th is released when it reaches the neutral position.

At R (reverse speed), all solenoid valves 51, 52, 53 are closed, and all pistons of valves 30, 31, 32, 33 are pushed down. Pressure oil C flows through passages 30a, 31c, 33
b becomes the R working pressure and the piston 85 of the cylinder 84
Move to the right as shown in Figure 3. A shift shaft 64 for a 5th shift and a shift shaft 64' for an R shift are engaged as a pair with a shift head 64A connected to a piston 85 of the cylinder 84, and the R shift is performed by this shift shaft 64.

The electronic control device 12 that controls the solenoid valve is an eighth
As shown in the figure, there is a processing unit [CPU] 12a that performs comparisons, calculations, and other processing necessary in the progress of the control program and sequence program, a read-only data memory [ROM] 12b, and an input/output ink face circuit 12C. .

Memory for storing control programs [ROM] 1
2d and a writable data memory 12e for storing human data and calculation data. In the read-only data memory 12b.

A sequence program that controls the operation of the engine 1, a control program that sends signals to the actuator 4 for clutch control and the shift actuator 8 to perform a gear shifting operation, and data necessary for gear shifting, such as those shown in Figures 9 and 10. A time-clutch torque curve diagram and a shift diagram are stored. The time-clutch torque curve diagram is provided for half-clutch control at the time of starting.

Clutch torque is plotted on the vertical axis, and time is plotted on the horizontal axis. Since the clutch torque is determined by the position of the piston 4A in the clutch actuator 4, the 2-hour clutch torque curve chart controls the piston 4 position.

In this embodiment, the curves are expressed in three different stages, and the output value of the vehicle height sensor 19 is used to determine the
2 selects one curve considered to be optimal from the group of curves and outputs a signal to the solenoid valve 56 to determine the position of the piston 4A. The curve group is when the car is empty, as shown in the figure.

It consists of a collection of curves corresponding to Y when pitched or normally loaded, and when fully loaded. The curve is drawn in such a way that the clutch torque initially rises at a constant slope over time, maintains a constant clutch torque for a certain period of time, then increases further at a constant slope until it reaches the maximum clutch torque. ing. The reason why a constant clutch torque is maintained for a certain period of time is to maintain a half-clutch state, smoothly engage the clutch, and obtain a constant vehicle speed. When the vehicle is empty, a constant vehicle speed can be obtained with a relatively low clutch torque, so the curve is set as X in the figure. A certain amount of clutch torque is required when climbing or normally loaded, so set the Y curve higher than the X curve.

When fully loaded, the clutch is held at position 2, where the torque is large, for a period of time in order to minimize wear and tear due to clutch slippage. The time-clutch torque curve shown in FIG. 9 shows the piston 4A of the clutch actuator 4.
To control the position, first energize the solenoid valve 56 at a constant duty ratio, then stop energizing for a time when a predetermined clutch torque is reached, and then energize the solenoid valve 56 at a constant duty ratio or a different duty ratio. The oil pressure in the clutch actuator 4 may be made zero by doing this.

The same applies when controlling the valve opening degree. In order to perform such control, the electronic control device receives the piston 4A position signal from the sensor 11 that detects the amount of movement of the clutch actuator 4 via the input/output interface circuit 12c, and based on this imported data, the piston 4A position signal is 4A speed is calculated, a duty ratio along the 2 hour-clutch torque diagram is determined, and the signal is output to the solenoid valve 56 via the input/output interface circuit 12c.

In the shift diagram, the vertical axis shows the throttle opening and the horizontal axis shows the vehicle speed. Shift timing is determined by throttle opening and vehicle speed.2
In the figure, the solid line indicates a shift to a high gear, and the dashed line indicates a shift to a low gear. The dotted line is a diagram for setting the clutch 3 in a half-latched state, and is provided at a position where the vehicle speed is even lower than the 2-1 shift. When there is a vehicle speed signal lower than a 2→1 shift at a certain throttle opening degree, the electronic control unit 12 outputs a half-clutch signal to the clutch control actuator 4 to bring the clutch 3 into a half-clutch state. The electronic control unit 12 takes in the detection signal via the input/output interface circuit 12c, compares and calculates this taken data with the shift diagram in the processing section 12a, and then determines the operating state according to the control program to determine the optimum condition. A signal that changes the gear ratio is outputted to the solenoid valves 51 to 56 in the hydraulic circuit via the human output interface circuit 12c to change the gear.

An outline of the control program is shown as a block diagram in FIG. The electronic control device 12 takes in various signals from the detection section 15 via the input/output interface circuit 12c. Various signals of the detection unit 15 include lever position signals a1.
These are a clutch stroke signal (S), an engine rotational speed signal (C), an accelerator depression amount signal (d), a vehicle speed signal (t), a selection signal (f), and a vehicle weight signal (p).

The electronic control device 12 processes and judges various signals in accordance with a control program to control the club actuator 4 and the sciuta actuator 8 of the driving section. The control program is broadly divided into start control and shift control. Start control is performed using lever position signal a.
It is divided into P control 12A and start preparation 12B, and then divided into start connection 12C and half-clutch control 12D depending on the accelerator depression amount signal d. At the start connection, the vehicle weight signal P is determined, and the clutch actuator 4 is controlled according to the optimal time-clutch torque curve. This control is ensured by feeding back the clutch stroke signal. Shift control after the start connection 12C is completed is forward shift up control 12E, forward shift down control 12F, and R error handling control 12 depending on the driving state.
It is divided into G. Upshifts and downshifts operate various valves in the hydraulic circuit based on the shift diagram.
This is done by operating the shift actuator 8 while the clutch is being engaged or disengaged.

Details of the control program are shown in Figures 12 to 17.
It is shown as a flowchart in the figure.

FIG. 12 is a flowchart of the start preparation 12B. When the engine 1 is started and the driver moves the shift lever 15 to N or P, only a contact signal is output to the solenoid 56 and the clutch 3 is brought into contact. Next, when the driver shifts the shift lever 15 to a position other than N-P, a disconnection signal g is output to the solenoid 55, the clutch 3 is disconnected, and the shift lever position is determined. When the driver is shifting to the R position, the shift solenoid 51
A shift signal i is outputted at 53 to 53, and the shift actuator 84 is operated to change the gear to R. The driver is D.
When shifting to either 3 or lunge, a shift signal i is output to the solenoid 53, the shift actuator 82 is operated, and the gear is changed to 1st. During this time, if the driver does not press the accelerator pedal 13 more than a predetermined amount (idling opening), the first stage of preparation for starting 2.
When the amount of depression is equal to or greater than the predetermined amount, the position of the clutch 3 is changed just before engagement. Furthermore, the amount of accelerator depression is determined, and when the amount of depression is greater than a predetermined amount (a value greater than the idling opening degree), the process proceeds to the start connection shown in Fig. 13, and when it is smaller than the predetermined amount, the process proceeds to the start connection shown in Fig. 14. Progress to semi-Kura Sochi control. In the start connection 12C, first, the vehicle weight signal P from the vehicle height sensor 19 is determined, and the signal P is the normal loaded vehicle weight (if this corresponds to the clutch torque determined as NORMAL, that is, the clutch torque determined as NORMAL, as shown in FIG. 9). Seven curves are selected from the group of time-clutch torque curves.When the vehicle weight signal P is not NORMAL, that is, when the vehicle is empty or fully loaded, the throttle opening at that time is α, the engine speed Ne is set to the optimum condition, and the X curve or two curves representing the determined clutch torque are selected from the group of time-clutch torque curves shown in FIG. Clutch engagement is executed. When performing clutch engagement, the engagement signal is not output to the solenoid valve 56, and the amount of pressure oil discharged is detected by the sensor 11, and the clutch engagement state is determined from the clutch stroke signal. Next, the engine speed is determined by the engine speed signal C. If the engine speed is at a certain level (above the idling speed) and there is an amount of accelerator pedal depression, the engine speed signal C and the vehicle speed signal e are detected. Calculate the difference in rotation speed and when there is not much difference in rotation speed, wait a little (about 0.2 to 0.3 seconds) and fully engage clutch 3. Depress the accelerator before determining the difference in rotation speed. When the amount runs out, the process returns to the first stage of start preparation 12B and the clutch engagement operation is continued.If there is a difference in rotational speed, the process returns to the first stage of start connection 12C and the vehicle weight is checked again. If the engine speed decreases while the clutch is engaged and the accelerator pedal depression amount (idling opening) is gone, start preparation 12
The clutch engagement operation is restarted from the initial stage B.

When the amount of accelerator depression is increasing, a new clutch torque is applied and the engine speed is judged again. Depending on this determination, either the step of fully engaging the clutch or the step of increasing the clutch torque is taken. When the clutch 3 is fully engaged, control shifts to shift control.

When the above-mentioned start preparation is completed and the accelerator pedal is not depressed, half-clutch control 12D shown in FIG. 14 is performed. In the half-clutch control 12D, it is first determined based on the vehicle speed signal e whether the vehicle speed is lower than a constant value, for example, 6++/h. When it is high, the transition is made to ■ of the start connection 12C, where the clutch 3 is fully engaged when there is an amount of accelerator depression and there is no difference in the number of rotations of the clutch 3. When the vehicle speed is low, it is further determined whether or not the clutch torque is commensurate with the engine rotation speed, and if the clutch torque is commensurate with the engine rotation speed, the process shifts to ■ in 1 Start Preparation 12B and the start connection is made depending on the amount of accelerator depression. 12C or half-clutch control 12D.

An increase signal 1 is output to the solenoid valve 56 to increase the clutch torque commensurate with the engine speed, and when the engine speed is higher than the idling speed, the first stage of the half-clutch control 12D is entered and the engine speed is increased. It will be judged again whether the Kura-Sochi torque is worth it. It is judged again whether the clutch torque is commensurate with the engine speed.

When the engine speed is the idling speed, the amount of accelerator depression is next determined, and if there is almost no amount of accelerator depression, the process moves to the first stage (2) of the start preparation 12B. When the accelerator is depressed, a reduction signal m for reducing the clutch torque is output to the solenoid valve 55, the clutch control actuator 4 is operated, and the clutch 3 is brought into a half-clutch state. In this state, for example, if the accelerator 13 is further depressed and the engine speed becomes higher than the idling speed, the above-mentioned start preparation 1
The process shifts to 2B (■) and then to the start connection 12C, where the clutch 3 is fully engaged.

When the clutch 3 is fully engaged, control shifts to shift control. FIG. 15 is a flowchart of forward shift up control. With this forward shift up control 12E, the vehicle speed is
If the speed is below the broken line in the shift diagram shown in the figure, start preparation 12B
Return to the first stage ■. When the vehicle speed is, for example, 1.4 m/h or more, the lever position is first confirmed by the lever position signal a. When the lever position is R-N-P, press R-.
It is controlled by the erroneous operation processing control 12G. The lever position is D.
3. If it is in one of the lunges, it will continue.

Necessary data and transmission diagrams are read.

Next, the current shift position is confirmed by the select signal F.

For example, when the current shift position is higher than the lever position instructed by the driver after a lever change, when the gear is shifted to 3rd gear in the 3rd range and there is no UP shift, or when there is no need to shift up based on the shift diagram, move forward. Shift down control 12
Move to F.

When an upshift is possible and necessary, the presence of a shift up one step is confirmed, and then a shift diagram is used to check whether the vehicle is within the vehicle speed range one step up, and the upshift one step up is performed. be exposed. If the vehicle speed exceeds the vehicle speed range one step higher and is further above, the existence of a shift two steps higher is confirmed, and if there is, a two step upper shift UP is performed. In this way, 3 steps, 4 steps,
A five-gear shift UP is performed by skipping the intermediate gear. On the contrary, even if there is a shift one step higher and the vehicle speed is within the speed range one step higher, if there is no UP shift at the moment, the upshift will not occur.

The process moves to the first stage W of the forward shift up control 12E.

Furthermore, even if the vehicle speed is two or three gears higher, there are times when it is only possible to shift up to the next gear, so such a program is provided. The shift up is performed by the electronic control unit 12 outputting a shift up signal k to the solenoid valves 51 to 53 according to the table shown in FIG. When the upshift is completed, control shifts to the first stage of forward shift up control and the same procedure is repeated.

When the above-described downshift conditions are met, processing is performed according to the flowchart of the forward shift down control 12F shown in FIG. 16. The shift diagram is used to check whether the vehicle speed is within the vehicle speed range of the current shift position, and if the vehicle speed is decreasing but there is no need to downshift, the system shifts to the first step of forward shifting up. . When the vehicle speed exceeds the vehicle speed range of the current shift position and is further below, it is determined whether a downshift of two gears is possible. If it is possible to downshift by one gear based on the current shift position, the downshift by one gear is executed, and if the downshift by two gears is possible, the downshift by two gears is executed. Also, if the current shift position is 1st and the shift down becomes N, the downshift will not be executed, and in this case, the vehicle speed is slow and it is on the left side of the broken line in the shift diagram, and the amount of pedal depression is less than the predetermined value. A disconnection signal g is output to the solenoid 55, and the process shifts to the departure preparation stage. Here, the supply of pressure oil to the clutch cylinder is stopped, the clutch 3 is changed to a position immediately before engagement, and the transition is made to the start connection 12C or to the half-clutch control 12D depending on the next amount of accelerator depression. If the vehicle speed is on the right side of the broken line in the shift diagram in the forward shift down control 12F, or if the amount of accelerator depression is large, the process moves to the first step of the forward shift up control and the same procedure is repeated.

When the shift lever 15 is in the RNP position other than forward during forward shift up control, processing is performed according to the flowchart of R/erroneous operation processing control 12G shown in FIG. 17. When the lever position signal a is emitting N, a shift of N is performed,
When the P signal is being issued, an abnormal process for entering parking, such as a warning to the driver, is issued. When the lever position is R and the current shift position according to the select signal f is also R, the forward shift down control shifts to ■ or ■ depending on the vehicle speed. When the vehicle speed is high, the shift goes to the first stage of forward shift up control and reverse is performed. When the vehicle speed is low, the clutch 3 is disengaged and the vehicle enters the first start preparation mode, and when the vehicle speed is high, the vehicle moves to the first stage of the forward shift up control and moves backward. The current shift position indicates forward driving status.

When the lever is in the R position, an abnormality process, such as a warning to the driver, is issued in response to the vehicle moving into reverse.

In 2 and above, the shift change of a transmission with 5 forward speeds has been described, but this is also possible in a transmission with 4 forward speeds, and in this case, only the solenoid 51 is closed and control may be omitted.

In addition, in this example, a select cover connected to the shift head of a conventional manual transmission is attached to the piston of the shift actuator by making use of the shift head of a conventional manual transmission, but the piston and shift shaft are inadvertently molded into one piece. It may be something you do.

[Effect of the invention] According to the present invention, a vehicle height sensor is provided on the rear axle.

Based on this output value, the electronic control device performs half-clutch control at the time of starting.The clutch is engaged according to the road conditions and load capacity, and as a result, a shock is generated when the clutch is engaged. What can be done to avoid unnecessary wear and tear on the clutch plates?

When controlling the clutch, the engine speed, the amount of movement of the clutch actuator, and the vehicle speed at the time of starting are appropriately sampled to determine the fluctuation of the clutch torque from the reference value, and learning control that mainly follows clutch plate wear can be performed. According to the present invention, when performing this learning control, it is possible to set a reference value for the vehicle weight using the vehicle height sensor and sample only data that satisfies this reference value, thereby making it possible to perform optimal learning control.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing the overall configuration of the present invention, FIG. 2 is a diagram showing the attachment relationship between a shift actuator and a transmission, and FIG. 3 is a sectional view of the shift actuator. Fig. 4 is a perspective view showing the structure and mounting position of the vehicle height sensor, Fig. 5 is a sectional view showing the structure of another vehicle height sensor, and Fig. 6 is the clutch and shift hydraulic circuit used in the present invention. Figure 7 is a relationship table between shift position and solenoid valve, Figure 8 is a configuration diagram of the electronic control device, Figure 9 is a time-clutch torque curve diagram, Figure 10 is a shift diagram, and Figure 11 is is a block diagram showing the program configuration of the electronic control device. Fig. 12 is a flowchart of the start preparation of the control program, Fig. 13 is a flowchart of start connection, Fig. 14 is a flowchart of half-clutch control, Fig. 15 is a flowchart of forward shift-up control, and Fig. 16 17 is a flowchart of forward shift down control, and FIG. 17 is a flowchart of R/erroneous operation processing control. DESCRIPTION OF SYMBOLS 1... Engine, 2... Throttle actuator 3... Clutch part, 4... Clutch actuator 6... Transmission, 8... Shift actuator 9... Vehicle height sensor, 10... Rotation speed sensor 1
1...Sensor for detecting the amount of movement of the clutch actuator 12...Electronic control device 14...Accelerator opening detection sensor 19...Vehicle height sensor

Claims (1)

[Claims] Engine speed, accelerator opening, shift lever position,
In a transmission that has an electronic control device that receives signals for the engagement position of the clutch that transmits power from the engine and the vehicle speed as input, and outputs signals for adjusting the throttle opening, shifting gears, and engaging/disengaging the clutch, A vehicle height sensor is provided on the rear axle side of the vehicle to detect the load amount of the vehicle, and based on the output value of this vehicle height sensor, the electronic control unit determines the optimum engagement state of the clutch, and a signal is generated to change the time-clutch torque. A transmission characterized in that a clutch control device outputs the following.