JP3972867B2 - Automatic transmission control device for manual transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
In the present invention, a clutch for each gear stage grouped is provided between the engine and the manual transmission, and after shifting the manual transmission, the clutch being engaged is released and the clutch being released is engaged. The present invention relates to a device for automatically shifting a manual transmission by changing clutches.
[0002]
[Prior art]
As described above, as a manual transmission having clutches according to shift stages divided into groups, conventionally, for example, as described in Patent Document 1, a so-called manual transmission having two clutches according to shift groups divided into two groups is known. A twin-clutch manual transmission is known.
[0003]
[Patent Document 1]
JP 2002-357267 A
[0004]
In such a twin-clutch type manual transmission, after shifting the manual transmission, the clutch that is engaged is released and the automatic transmission is performed by changing the clutch that engages the released clutch. In order to automate the shift, it is necessary to automate the switching control of both clutches in addition to the shift of the transmission.
In the present specification, a clutch in an engaged state to be released upon shifting is referred to as a release-side clutch, and a clutch in a released state to be engaged upon shifting is referred to as an engagement-side clutch.
[0005]
[Problems to be solved by the invention]
However, in Patent Document 1, there is no statement about the switching control of the both clutches, and as in the automatic transmission, the engagement side clutch is set at a predetermined time aiming at the slip start timing of the release side clutch. This engagement control is continued after this, and the release-side clutch is completely released at a predetermined time aiming at the timing when the engagement-side clutch is in a state of being able to take charge of torque alone. Then there are concerns about the problems described below.
[0006]
That is, the facing of the clutch is subject to wear over time and the coefficient of friction of the facing changes.
In this case, the engagement / disengagement stroke characteristic (engagement / release point) of the clutch is shifted, and the engagement capacity characteristic is changed even with the same clutch pressing force.
Accordingly, the predetermined timing determined with respect to the slip start timing of the release side clutch as described above, and the predetermined timing determined with respect to the timing when the engagement side clutch is in an engaged state in which it can take charge of torque alone, are the respective targets. Even if the timing is as intended, the change in clutch engagement capacity is not the same as at the time of design, so in any case the clutch can be switched. Control cannot be maintained as intended for a long time.
[0007]
In view of the above problems, the present invention can perform clutch changeover control as always aimed even when there is a shift in the engagement / release point of the clutch or a change in the engagement capacity characteristic, and good shifting performance at the time of design. It is an object of the present invention to propose an automatic transmission control device for a manual transmission that can maintain a constant speed for a long time.
[0008]
[Means for Solving the Problems]
  For this purpose, an automatic transmission control device for a manual transmission according to the present invention, as described in claim 1,
  From the disengaged side clutch, Corresponding to a slight slip state indicating the start of slip of the release side clutchAfter the first small slip condition,In a state where the engagement capacity of the release side clutch is held at the engagement capacity value when the release side clutch is in the first small slip state,Increasing the engagement capacity of the engagement clutch gradually so that the slip of the engagement clutch decreases with a predetermined time-series change,
  When the release side clutch enters the second large slip state, the release side clutchFastening capacityThe fully released stateEquivalent valueIt is comprised so that it may become.
[0009]
【The invention's effect】
  According to the clutch switching control as in the present invention,
  The first small slip stateSolveIt corresponds to the slip start timing of the release clutch.Therefore, it is possible to start the engagement control of the engagement side clutch by timing the slip start of the release side clutch,
  Also,By making the second large slip state correspond to, for example, the timing when the engagement side clutch is in an engagement state that can take charge of torque alone,
  TightenThe release-side clutch is completely released in accordance with the timing when the connection-side clutch enters the engaged state where it can take charge of torque alone.It is possible,
  TakeCompensation control of both clutches as intended can be compensated regardless of clutch engagement / disengagement point shifts or changes in engagement capacity characteristics, and good shifting performance during design can be achieved over long periods regardless of clutch characteristics changes. It can be maintained unchanged, and the above-mentioned problems of the conventional automatic transmission control can be solved.
  Moreover, after the release side clutch is changed from the engaged state to the first small slip state, the engagement capacity of the engagement side clutch is maintained in the state where the engagement capacity of the release side clutch is maintained at the instantaneous engagement capacity value. In order to gradually increase the slip of the side clutch to decrease with a predetermined time series change,
  The slip increase of the release side clutch during this time depends only on the progress of the engagement of the engagement side clutch, and the above timing when the engagement side clutch is in an engagement state capable of taking charge of torque can be detected more accurately. The complete release of the disengagement side clutch can be more reliably timed at this timing, and the above-mentioned operation and effect can be made more remarkable.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 shows a control system for a manual transmission provided with an automatic transmission control apparatus according to an embodiment of the present invention. In this embodiment, the manual transmission 3 is a twin clutch manual transmission.
[0011]
Between the twin clutch type manual transmission 3 and the engine E, an odd-numbered speed clutch C1 and an even-numbered speed clutch C2 are interposed as will be described later, and the manual transmission 3 is input via these clutches C1 or C2. It is assumed that the engine rotation is shifted at a gear ratio corresponding to the selected shift speed, and then output to the drive wheel 6 through the final drive ring gear 4 and the differential gear device 5 sequentially.
[0012]
The twin-clutch manual transmission 3 is as shown in detail in FIG. 2, and is coupled to a clutch case 21 that houses an odd-numbered gear clutch Cl and an even-numbered gear clutch C2, and a gear transmission mechanism that will be described later. A transmission case 22;
The clutch case 21 is coupled to the engine output shaft 23 and is connected to the clutch input member 24 common to both the clutches Cl and C2, the clutch output member 25 of the odd-numbered gear clutch C1, and the clutch output member 26 of the even-numbered gear C2. The clutch input member 24 and the clutch output member 25 constitute an odd gear clutch C1, and the clutch input member 24 and the clutch output member 26 constitute an even gear clutch C2.
[0013]
A hollow shaft 27 is coupled to the odd gear stage clutch output member 25, and an even gear stage even gear stage input shaft 32 rotatably coupled to the hollow portion of the hollow shaft 27 is coupled to the even gear stage clutch output member 26. To do.
The hollow shaft 27 and the even speed stage even speed stage input shaft 32 pass through the partition wall between the clutch case 21 and the transmission case 22 and project from the clutch case 21 into the transmission case 22.
[0014]
In the transmission case 22, the even-numbered gear stage even-numbered gear stage input shaft 32 is rotatably mounted horizontally, and the odd-numbered gear stage odd-numbered gear stage input shaft 31 and a common output shaft 33 are rotated in parallel with the shaft. Mount freely.
An input gear 34 is coupled to the end of the hollow shaft 27 projecting into the transmission case 22, and a gear 37 is coupled to the odd-numbered gear stage odd-numbered gear stage input shaft 31 by being arranged in the same plane perpendicular to the shaft. The idler gear 36 that rotates on the idler shaft 35 is meshed with each of the gears 34 and 37, and the engine rotation from the odd-numbered gear clutch C1 to the hollow shaft 27 is transmitted to the odd-numbered gear stage odd-numbered gear stage input shaft 31. So that
[0015]
A first speed drive gear 41, a third speed drive gear 43, a fifth speed drive gear 45, and a reverse drive gear 47 are rotatably provided on the odd speed stage input shaft 31.
The even speed stage input shaft 32 is provided with a second speed drive gear 42, a fourth speed drive gear 44, and a sixth speed drive gear 46 so as to be rotatable.
The common output shaft 33 has a 1-2 speed driven gear 48 meshed with the drive gears 41, 42, a 3-4 speed driven gear 49 meshed with the drive gears 43, 44, and a 5-speed meshed with the drive gears 45, 46. A 6-speed driven gear 50 and a reverse driven gear 51 are provided so as to be integrally rotatable.
The reverse drive gear 47 and the reverse driven gear 51 can be transmitted by a reverse idler gear 53 that meshes with the reverse drive gear 47 and the reverse idler gear 53 is rotatably supported in the transmission case 22 via an idler shaft 52.
[0016]
The odd speed stage input shaft 31 is further provided with a 1-3 speed sync mechanism 54 disposed between the drive gears 41 and 43 and a 5-reverse speed sync mechanism 55 disposed between the drive gears 45 and 47.
The 1-3 speed sync mechanism 54 drives and couples the 1st speed drive gear 41 to the shaft 31 when the coupling sleeve 54a moves rightward from the neutral position shown in the figure, and rotates the engine to the shaft 31 for the 1st speed drive gear 41. To achieve the first speed selection state transmitted to the output shaft 33 through the driven gear 48,
When the coupling sleeve 54a is moved to the left from the illustrated neutral position, the third speed drive gear 43 is drivingly coupled to the shaft 31, and the engine rotation to the shaft 31 is transferred from the third speed drive gear 43 to the output shaft 33 via the driven gear 49. The third speed selection state to be transmitted shall be achieved.
The 5-reverse speed synchronization mechanism 55 drives and couples the 5-speed drive gear 45 to the shaft 31 when the coupling sleeve 55a moves rightward from the neutral position shown in the figure, and rotates the engine to the shaft 31 to drive the 5-speed drive gear 45. To achieve the fifth speed selection state that is transmitted to the output shaft 33 through the driven gear 50,
When the coupling sleeve 55a is moved to the left from the illustrated neutral position, the reverse drive gear 47 is drivingly coupled to the shaft 31, and the engine rotation to the shaft 31 is transmitted from the reverse drive gear 47 through the idler gear 53 and the driven gear 51 to the output shaft 33. It is assumed that a reverse selection state that is transmitted under reverse rotation is achieved.
[0017]
The even speed stage input shaft 32 further includes a 2-4 speed sync mechanism 56 disposed between the 2nd speed drive gear 42 and the 4th speed drive gear 44, and a 6th speed sync mechanism 57 disposed adjacent to the 6th speed drive gear 46. Provide.
When the coupling sleeve 56a is moved to the right from the neutral position shown in the figure, the 2-4 speed sync mechanism 56 is connected to the shaft 32 for driving the 2nd speed drive gear 42 to rotate the engine 32 to the 2nd speed drive gear 42. To achieve the second speed selection state that is transmitted to the output shaft 33 through the driven gear 48,
When the coupling sleeve 56a is moved to the left from the neutral position shown in the figure, the 4-speed drive gear 44 is drivingly coupled to the shaft 32, and engine rotation to the shaft 32 is transferred from the 2-speed drive gear 42 to the output shaft 33 via the driven gear 49. The 4th speed selection state to be transmitted shall be achieved.
The 6-speed sync mechanism 57 drives the 6-speed drive gear 46 to the shaft 32 to drive the coupling sleeve 57a to the right from the neutral position shown in the figure, and the engine rotation to the shaft 32 is driven from the 6-speed drive gear 46 to the driven gear. It is assumed that the sixth speed selection state that is transmitted to the output shaft 33 through 50 is achieved.
[0018]
A final drive gear 58 is provided at the end of the common output shaft 33 so as to be integrally rotatable, and a final drive gear 58 is provided between the final drive gear 58 and the final drive ring gear 4 so as to be rotatable on the idler shaft 59. Drive-coupled by a drive idler gear 60.
Therefore, the post-shift rotation that has reached the output shaft 33 as described above is transmitted from the final drive gear 58 to the differential gear device 5 via the final drive idler gear 60 and the final drive ring gear 4, and used for driving the wheels 6. .
[0019]
As is clear from the above, the odd-numbered speed clutch Cl is a clutch that should be engaged when the gear transmission mechanism selects the first, third, fifth, reverse reverse speed, ,
The even speed shift clutch C2 is a clutch that should be engaged when the gear transmission mechanism selects the even speed shift stages of the second speed, the fourth speed, and the sixth speed.
[0020]
The manual transmission 3 converts the rotational torque input from the odd-numbered gear clutch Cl or the even-numbered gear clutch C2 from the engine E at each gear stage by a gear ratio corresponding to the gear stage, and the output shaft 33 and the final drive gear. 58, and the torque is then transmitted from the final drive ring gear 4 and the differential 5 to the drive wheels 6.
When shifting to select each shift stage, a clutch corresponding to the next shift stage to be selected from among the odd shift stage clutch Cl and the even shift stage clutch C2 that are normally engaged (to be engaged next) (Engagement side clutch) is released, and then the clutch corresponding to the currently selected gear stage (the release side clutch to be released next) is released from the engaged state, and the engagement side clutch is released by the preshift. Shifting is performed by changing the clutch that is engaged, and the disengagement side clutch is also engaged after shifting.
[0021]
The clutches C1 and C2 are engaged and disengaged by, for example, the electric clutch actuator 16 shown in FIG. 1, and the shift of the manual transmission 3 that causes the coupling sleeves 54a, 55a, 56a, and 57a to stroke at the time of shifting is as follows. For example, this is performed by an electric shift actuator 17 shown in FIG.
[0022]
The clutch actuator 16 and the shift actuator 17 are electronically controlled by the transmission controller 7.
The output of the engine E is controlled by an electronically controlled throttle valve 20, and the opening degree is controlled by the engine controller 8.
In order to perform these controls, the transmission controller 7 includes a signal from the input rotation sensor 9 that detects the input rotation speeds Nc1, Nc2 from the clutches to the manual transmission 3 when the clutches C1, C2 are engaged,
A signal from the clutch position sensor 10 for detecting the operating position (engaged, released) of the clutches C1, C2,
A signal from the output rotation sensor 11 for detecting the output rotation speed No (vehicle speed VSP) from the manual transmission 3;
A signal from the gear position sensor 12 for detecting the currently selected shift speed from the operating state of the shift actuator 17;
A signal from the brake switch 13 that is turned on when the brake pedal is depressed,
A signal from the shift lever switch 14 for detecting the shift lever position;
A signal from the transmission mode switch 15 for instructing the transmission mode;
A signal from the engine rotation sensor 61 for detecting the engine speed Ne;
A signal from the engine torque sensor 62 for detecting the engine output torque Te is input.
[0023]
On the other hand, the engine controller 8 has a signal from an accelerator opening sensor 18 that detects an accelerator pedal depression amount APO,
A signal from a throttle opening sensor 19 for detecting the throttle opening TVO of the electronically controlled throttle valve 20 is input,
The engine controller 8 is normally controlled so that the detected value of the throttle opening TVO becomes an opening corresponding to the accelerator pedal depression amount APO.
Information can be exchanged between the engine controller 8 and the transmission controller 7 by bidirectional data communication. When the transmission controller 7 transmits a reduction / return of the throttle opening TVO to the engine controller 8 at the time of shifting, the engine controller 8 It is assumed that the electronic control throttle valve 20 is operated according to the command.
[0024]
The transmission controller 7 executes the control program shown in FIG. 3 on the basis of the above input information, and automatically shifts the manual transmission 3 targeted by the present invention as shown in FIG.
3 and 11, when the driver releases the accelerator pedal and the vehicle speed VSP increases, the clutch C1 (release side clutch) is released and the clutch C2 (engagement side clutch) is engaged. Will be described.
The pre-shift is performed at the instant t0 in FIG. 11 where the upshift request is predicted from the operating state, and the clutches C1 and C2 that are engaged other than during shifting are engaged during the upshift. The clutch C2 serving as the side clutch is once moved to the released state, and the coupling sleeve corresponding to the gear position after the upshift is directed to the selected shift position.
[0025]
In step S1 of FIG. 3, is a shift stage different from the currently selected shift stage required from the vehicle speed VSP and the throttle opening TVO based on the planned shift pattern (shift line) illustrated in FIG. A shift request is determined based on whether or not, and when an upshift request accompanying the release of the accelerator pedal or the increase of the vehicle speed VSP occurs (instant t1 in FIG. 11), the preshift is further advanced and terminated in step S2. .
[0026]
The engagement-side clutch C2 is once released and the coupling sleeve corresponding to the shift stage after the upshift is set to the selected shift position. The control is performed at the instant t2 in FIG. Proceeding after step S3, the automatic shift targeted by the present invention is performed as described below.
In step S3, the shift throttle opening TVOshift for reducing the throttle opening TVO, the throttle opening TVO immediately before the shift (before the shift), and the calculation coefficient are the same as when the driver manually shifts the manual transmission. Based on α, TVOshift = TVO (before shifting) × α is obtained.
Here, the gear opening throttle opening calculation coefficient α reduces the throttle opening to the extent that the engine speed can be quickly reduced to the speed after shifting (engine speed before shifting × gear ratio after shifting) at the time of shifting. This is a coefficient for determining whether or not it should be set in advance as illustrated in FIG. 5, and based on this is searched from the vehicle speed VSP and the engine output torque Te to contribute to the above calculation.
Therefore, the shift throttle opening TVOshift increases as the vehicle speed increases and decreases as the engine torque increases.
In step S4, the throttle opening TVO is reduced to the shift throttle opening TVOshift at the instant t2 in FIG.
[0027]
In step S5, the slip amount Cs1 of the release side clutch C1 is obtained from the rotational speed Nc1 of the clutch C1 and the engine rotational speed Ne by calculation of Cs1 = Nc1-Ne.
In the next step S6, a set slip amount Rslip of the release side clutch C1 for determining that the engagement control of the engagement side clutch C2 should be started is obtained.
Here, the engagement side clutch engagement control start determination release side clutch slip amount Rslip corresponds to a minute slip state indicating the start of slip of the release side clutch C1, and as a map relating to the vehicle speed VSP and the engine output torque Te, for example, as shown in FIG. It can be determined in advance by searching from the vehicle speed VSP and the engine output torque Te based on this map.
[0028]
In step S7, the engagement capacity of the engagement side clutch C2 is increased to the initial standby capacity C2stby at the instant t2 in FIG.
Here, the initial standby capacity C2stby of the engagement side clutch C2 is set to a capacity necessary for causing the engagement side clutch C2 to be in the engagement start state based on the current operation state and causing a slip of the release side clutch C1 to be described later. The initial standby capacity C2stby of the engagement side clutch C2 is obtained by searching a map (not shown) from the vehicle speed VSP representing the current operating state and the engine output torque Te.
In step S8, the engagement capacity of the release side clutch C1 is gradually reduced at a predetermined gradient Oramp from the instant t2 in FIG. The predetermined gradient Oramp is set to the fastest time varying gradient within a range where the engagement capacity of the release side clutch C1 does not overshoot.
The gradual decrease in the engagement capacity of the release side clutch C1 is coupled with the initial standby capacity C2stby of the engagement side clutch C2 in step S7, thereby causing the slip Cs1 of the release side clutch C1 shown after the instant t2 in FIG.
[0029]
In step S9, the slip amount Cs1 of the release side clutch C1 obtained in step S5 is compared with the release side clutch slip amount Rslip for determination of engagement side clutch engagement control start obtained in step S6, and Cs1 ≧ Rslip is satisfied. Step S8 is repeated until the instant t3 of 11, and the engagement capacity of the disengagement side clutch C1 is gradually decreased with a predetermined gradient Oramp.
As a result, when Cs1 ≧ Rslip is reached and t3 in FIG. 11 is reached, the control proceeds to step S10 in step S9. Here, the release side for determining the timing at which the release side clutch C1 is completely released is determined. A set slip amount Cslip of the clutch C1 is obtained.
[0030]
Here, the release side clutch slip amount Cslip for judging the release side clutch complete release timing is the release side when the engagement capacity of the engagement side clutch C2 becomes the engagement capacity capable of sharing the passing torque between the engine and the transmission alone. As a map relating to the vehicle speed VSP and the engine output torque Te corresponding to the slip state of the clutch C1, for example as shown in FIG. 7, it can be obtained from the vehicle speed VSP and the engine output torque Te by searching based on this map. .
As described above, the reason why the engagement capacity of the engagement side clutch C2 becomes the engagement capacity that can share the passing torque between the engine and the transmission alone can be detected by the slip state of the release side clutch C1. This is because the slip amount Cs1 of the release side clutch C1 increases as the time after the instant t3 in FIG.
[0031]
In step S11, as shown in the engagement capacity of the release side clutch C1 after the instant t3 in FIG. 11, the slip amount Cs1 of the release side clutch C1 is greater than or equal to the release side clutch slip amount Rslip for determining engagement side clutch engagement control start ( The engagement capacity at the instant t3 when Cs1 ≧ Rslip) is maintained, and the increase in the release side clutch slip amount Cs1 after the instant t3 in FIG. 11 depends only on the engagement progress of the engagement side clutch C2.
In the next step S12, the slip ratio SLIP (absolute value) of the engagement side clutch C2 is set.
SLIP = | (Nc1-Ne) / (Nc1-Nc2) |
Calculated by
[0032]
Next, in step S13, the basic engagement capacity Tc2B based on the basic ramp gradient of the engagement side clutch C2 is determined as shown by the broken line after the instant t3 in FIG.
This basic ramp gradient TB is the steepest time gradient within the range in which no shift shock occurs, and is preset according to the vehicle speed VSP and the engine output torque Te, for example, as shown in FIG. Based on the vehicle speed VSP and the engine output torque Te, it can be obtained by searching.
In step S14, the target slip ratio TSLIP of the engagement side clutch C2 is obtained from the engine output torque Te and the elapsed time from the instant t3 in FIG.
Here, the target slip ratio TSLIP is, for example, a time-series change of the slip ratio SLIP that becomes 0 as quickly as possible within a range where no shift shock occurs as shown by a one-dot chain line after the instant t3 in FIG. For example, as shown in FIG. 9, it is set in advance according to Te and the elapsed time from the instant t3, and a search can be made based on the engine output torque Te and the elapsed time from the instant t3 based on the corresponding map.
[0033]
In step S15, a control gain gFB used for feedback control of the engagement capacity Tc2 of the engagement side clutch C2 is obtained by searching from the vehicle speed VSP and the engine output torque Te based on the map illustrated in FIG.
In step S16, the actual slip ratio SLIP is calculated from the slip ratio deviation ΔSLIP (= | TSLIP-SLIP |) between the actual slip ratio SLIP and the target slip ratio TSLIP of the engagement side clutch C2 and the feedback control gain gFB described above. To obtain the feedback control amount Tc2FB related to the engagement capacity of the engagement side clutch C2 required to converge to the target slip ratio TSLIP.
Next, at step S17, the basic engagement capacity Tc2B of the engagement side clutch C2 obtained at step S13 and the feedback control amount Tc2FB obtained at step S16 are added together to obtain the engagement capacity Tc2 to be the target of the engagement side clutch C2. The engagement capacity Tc2 of the engagement side clutch C2 is feedback-controlled as shown in the figure after the instant t3 in FIG.
[0034]
As a result, the engagement capacity Tc2 of the engagement side clutch C2 gradually increases, so that the release side clutch C1 gradually increases the slip amount Cs1 as shown in the figure even if the engagement capacity is held at the value at the moment t3.
In step S18, the slip amount Cs1 of the release side clutch C1 is released in step S18 at the instant t4 of FIG. 11 where it is determined that the release side clutch slip amount Cslip for determining the release side clutch complete release timing set in step S10 is reached. The engagement capacity is set to 0 as shown in FIG. 11 so as to completely release the side clutch C1.
However, until the moment t5 of FIG. 11 at which it is determined in step S20 that the slip ratio SLIP of the engagement side clutch C2 has become less than the minute setting value γ for complete engagement determination, the control is returned to step S17, so that the engagement side clutch C2 The engagement capacity Tc2 is feedback-controlled based on the slip ratio deviation ΔSLIP even after the instant t4 in FIG. 11, and the actual slip ratio SLIP of the engagement side clutch C2 can be made to follow the target slip ratio TSLIP and converge to this.
[0035]
When it is determined in step S20 that the slip ratio SLIP of the engagement side clutch C2 is SLIP <γ, the throttle opening TVO is returned to the opening corresponding to the accelerator pedal depression amount APO in step S21. ,
Further, in step S22, the engagement capacity Tc2 of the engagement side clutch C2 is set to the maximum value corresponding to the complete engagement capacity.
Until it is determined in step S23 that the engagement capacity Tc2 of the engagement side clutch C2 has reached the complete engagement capacity, the complete engagement of the clutch C2 is advanced by repeatedly executing step S22, and it is determined that the complete engagement has been completed. When this is done in S23, in step S24, the clutch changeover command in FIG. 11 is reset, or post-shift processing is performed in which the disengagement clutch C1 is also engaged in accordance with the end of the shift. Terminate.
[0036]
According to the clutch changeover control according to the present embodiment described above, the release side clutch slip amount Rslip for determination of engagement side clutch engagement control start is set to the minute slip state indicating the start of slip of the release side clutch C1 as described above. Further, the release side clutch slip amount Cslip for judging the release side clutch complete release timing is set to the release side clutch C1 of the release side clutch C1 when the engagement capacity of the engagement side clutch C2 becomes the engagement capacity capable of sharing the passing torque independently. By adapting to the slip state,
Timing of the engagement of the engagement side clutch C2 is started at the time when the slip of the release side clutch C1 starts (instant t3 in FIG. 11), and the engagement side clutch C2 enters an engagement state in which it can take charge of torque alone (FIG. 11). At the instant t4), the release control of the clutches C1 and C2 is performed in such a way that the release-side clutch C1 is completely released. Regardless of the change, the good shifting performance at the time of design can be maintained for a long time regardless of the change in the characteristics of the clutch.
[0037]
Further, according to the present embodiment, from the instant t3 in FIG. 11 when the release side clutch C1 reaches the release side clutch slip amount Rslip for determining the engagement side clutch engagement control, the release side clutch for determining the release side clutch complete release timing. In order to maintain the engagement capacity of the release side clutch C1 at the engagement capacity value at the instant t3 when the release side clutch C1 becomes the slip amount Rslip until the instant t4 when the slip amount Cslip is reached.
The increase in the release-side clutch slip amount Cs1 after the instant t3 in FIG. 11 depends only on the engagement progress of the engagement-side clutch C2, and the timing t4 at which the engagement-side clutch C2 enters the engagement state in which it can take charge of torque further is further increased. It is possible to accurately detect, and complete release of the release side clutch C1 can be more reliably timed at this timing.
[0038]
Furthermore, according to the present embodiment, when controlling the engagement capacity Tc2 of the engagement side clutch C2 after the instant t3 in FIG. 11, the slip ratio deviation ΔSLIP between the actual slip ratio SLIP of the engagement side clutch C2 and the target slip TSLIP. In response to this, since it is configured to gradually increase by feedback control so that the slip ratio deviation is eliminated,
Engagement of the engagement-side clutch C2 can be performed most rapidly within a range where no shift shock is generated, and the shift shock can be reduced while reliably minimizing the delay in shift operation.
[0039]
Further, the throttle opening value TVOshift when the throttle opening TVO is reduced from the instant t2 to the instant t5 in FIG. 11 is increased as the vehicle speed VSP is increased by employing the calculation coefficient α illustrated in FIG. Because the larger the smaller, the smaller
The speed change throttle opening TVOshift can be made appropriate without any excess or deficiency in each operation state, and the gear can be changed without any fear of engine blow-off or engine stall under any operation state.
[0040]
12 to 14 show an automatic transmission control apparatus according to another embodiment of the present invention.
In the above-described embodiment, as shown in FIG. 11, the throttle opening TVO is reduced to the shifting throttle opening TVOshift at an instant t2 when the clutch change command is issued. The opening level difference (reduction allowance) is large and uncomfortable, and the slip amount Cs1 of the release side clutch C1 becomes Rslip due to a sudden decrease in the engine speed Ne accompanying this large throttle opening difference (reduction allowance). The time between t2 and t3 changes until the speed change quality varies, and this variation also occurs due to an output response to a change in the throttle opening of the engine.
[0041]
The embodiment shown in FIGS. 12 to 14 can solve these problems. The control program shown in FIG. 12 instead of FIG. 3 is executed, and the program shown in FIG. 14 instead of FIG. The automatic transmission of the manual transmission targeted by the invention shall be performed.
Of the steps in FIG. 12, the steps denoted by the same reference numerals as in FIG. 3 perform similar processing and determinations, although the order is partially different. And step S32 is added.
[0042]
First, an upshift request is determined in step S1, and when this request is generated (instant t1 in FIG. 14), in step S2, the preshift is further advanced and finally finished.
After the instant t2 in FIG. 14 when the pre-shift is finished, the slip amount Cs1 (= Nc1-Ne) of the release side clutch C1 is calculated in step S5, and the vehicle speed is calculated based on the map shown in FIG. The set slip amount Rslip of the release side clutch C1 is retrieved from the VSP and the engine output torque Te.
[0043]
Next, at step S31, the gear shift initial throttle opening JTVO, which is an intermediate value larger than the gear shift throttle opening TVOshift described in the above embodiment, is converted into a throttle opening TVO (before gear shift) immediately before the gear shift and a calculation coefficient Jα. And JTVO = TVO (before shifting) × Jα.
Here, the gear shift initial throttle opening calculation coefficient Jα is for solving the problem that occurs in the above-described embodiment.
That is, in order to solve the first problem that the throttle opening step (reduction allowance) is large and uncomfortable at the clutch changeover command instant t2 in FIG. 11, and with such a large throttle opening step (reduction allowance). In order to solve the second problem that the time t2 to t3 in FIG. 11 changes until the slip amount Cs1 of the release side clutch C1 reaches the Rslip and the shift quality varies, the initial throttle opening calculation coefficient Jα for shifting is changed. As shown in FIG. 13, the throttle opening TVO immediately before the shift (before shifting) is set to become larger as the throttle opening TVO (before shifting) becomes larger, and the shifting initial throttle opening JTVO becomes larger as the throttle opening TVO (before shifting) increases. Use a large value.
[0044]
Furthermore, the time t2 to t3 in FIG. 11 until the slip amount Cs1 of the release side clutch C1 reaches the Rslip also changes depending on the output response to the change in the throttle opening of the engine. In order to solve the third problem related to the variation, the gear shift initial throttle opening calculation coefficient Jα is a high engine response according to the output response (engine response) to the engine throttle opening change as illustrated in FIG. Set the engine value to be larger.
As a result, the initial throttle opening for shifting JTVO is set to a larger value as the engine response becomes higher, and the time t2 to t3 in FIG. 11 until the slip amount Cs1 of the release side clutch C1 becomes the Rslip is the same regardless of the engine response. To be.
[0045]
In the next step S32, the throttle opening TVO is reduced to the initial throttle opening JTVO for shifting as after the preshift end instant t2 in FIG.
[0046]
Next, in step S7, the engagement capacity of the engagement side clutch C2 is increased to the initial standby capacity C2stby at the instant t2 in FIG. 14, and the engagement side clutch C2 is brought into an engagement start state.
In step S8, the engagement capacity of the release side clutch C1 is gradually decreased at a predetermined gradient Oramp from the instant t2 in FIG. 14, and the release side clutch C1 is coupled with the engagement start state of the engagement side clutch C2 to be performed in step S7. It starts to slip as after the instant t2.
Until it is determined in step S9 that the slip amount Cs1 of the release side clutch C1 is equal to or greater than the release side clutch slip amount Rslip for determination of engagement side clutch engagement control start, the release in step S8 is performed. The process of gradually decreasing the engagement capacity of the side clutch C1 with a predetermined gradient Oramp is continued.
[0047]
As a result, when Cs1 ≧ Rslip is reached and t3 in FIG. 14 is reached, step S9 causes the control to proceed to step S3, where the shift throttle opening TVOshift is set by TVOshift = TVO (before shift) × α. In the next step S4, the throttle opening TVO is reduced to the shifting throttle opening TVOshift as shown at the instant t2 in FIG.
Thereafter, the control sequentially proceeds to step S10 to step S25. In these steps, all of the steps including the order are performed in the same manner as described above with reference to FIG. 3, and the automatic shift shown in FIG. 14 is performed.
[0048]
Incidentally, in the present embodiment, from the pre-shift end instant (at the time of clutch changeover command) t2 in FIG. 14, the moment when the slip amount Cs1 of the release side clutch C1 becomes the release side clutch slip amount Rslip for determining the engagement side clutch engagement control start. Until t3, the throttle opening TVO is reduced to the shifting initial throttle opening JTVO larger than the shifting throttle opening TVOshift.
The initial throttle opening JTVO for shifting is obtained by multiplying the coefficient Jα as illustrated in FIG. 13 and the throttle opening TVO (before shifting) just before shifting, and increases as the throttle opening TVO (before shifting) increases. Since the,
The problem that the throttle opening step (reduction allowance) is large and uncomfortable at the clutch change command instant t2 can be solved, and the slip amount Cs1 of the release side clutch C1 is Rslip due to the large throttle opening step (reduction allowance). It is possible to solve the problem that the time t2 to t3 until the time changes until the transmission quality varies.
[0049]
Further, since the gear shift initial throttle opening calculation coefficient Jα is varied according to the engine response as illustrated in FIG. 13, the gear shift initial throttle opening JTVO is set to a larger value as the engine response becomes higher.
The time t2 to t3 in FIG. 14 until the slip amount Cs1 of the release side clutch C1 becomes Rslip can be avoided or suppressed by the response of the engine. Problems related to variations can also be solved.
[0050]
15 to 17 show an automatic transmission control apparatus according to still another embodiment of the present invention.
In the present embodiment, the throttle opening TVO gradually increases after the engagement completion instant t5 of the engagement side clutch C2, as shown in FIG. 17, by the control program of FIG. 15 in which step S21 in FIG. 3 is replaced with steps S33 and S34. It returns to the opening corresponding to the accelerator pedal depression amount APO.
The control program in FIG. 15 is exactly the same as in FIG. 3 except that step S21 in FIG. 3 is replaced with steps S33 and S34. After performing the same processing as in FIG. 3 in steps S1 to S20, step S33 is performed. 14, the throttle opening return gradient Rt is retrieved from the throttle opening TVO (before the shift) immediately before the shift based on the map of FIG.
[0051]
This throttle opening return gradient Rt regulates the return speed of the throttle opening TVO after the engagement side clutch engagement completion instant t5 in FIG. 17, and the increase in engine torque due to the return of the throttle opening TVO may be uncomfortable. In order not to cause the engine torque to rise steeply and cause the clutch C2 to slip, for example, as shown in FIG. 16, the gradient becomes gentler as the throttle opening TVO (before shifting) increases immediately before shifting. .
[0052]
In the next step S34, the throttle opening TVO is changed from the shift throttle opening TVOshift to the opening corresponding to the accelerator pedal depression amount APO with the above-described return gradient Rt as after the engagement side clutch engagement completion instant t5 in FIG. Reinstate,
Further, in step S22, the engagement capacity Tc2 of the engagement side clutch C2 is set to the maximum value corresponding to the complete engagement capacity.
Until it is determined in step S23 that the engagement capacity Tc2 of the engagement side clutch C2 has reached the complete engagement capacity, the complete engagement of the clutch C2 is advanced by repeatedly executing step S22.
[0053]
According to the return control of the throttle opening TVO according to the present embodiment described above, the throttle opening TVO is returned from the shifting throttle opening TVOshift with the return gradient Rt after the engagement side clutch engagement completion instant t5 in FIG. Since the return gradient Rt is set to be gentler as the throttle opening TVO (before shifting) immediately before shifting is larger as shown in FIG.
At any throttle opening TVO immediately before the shift (before the shift), the engine torque increase due to the return of the throttle opening TVO becomes uncomfortable, or the engine torque increase is too steep to cause the clutch of the engagement side clutch C2 to slip. Can be prevented.
[0054]
18 and 19 show an automatic transmission control apparatus according to still another embodiment of the present invention.
In the present embodiment, step S35 is added between step S7 and step S8 in FIG. 3, and step S36 to step S38 are added between step S8 and step S9, so that the control program shown in FIG. The clutch change control is performed.
[0055]
In step S35, the engagement capacity of the disengagement side clutch C1 is decreased stepwise by the initial standby capacity C1stby as shown at the clutch change command time t2 in FIG.
Here, the initial standby capacity C1stby of the release side clutch C1 is a capacity for setting the release side clutch C1 to a state immediately before starting the release based on the current operation state, and therefore the initial standby capacity C1stby of the release side clutch C1 is the current capacity. The vehicle speed VSP representing the driving state of the engine and the engine output torque Te can be obtained by searching a map (not shown).
In step S8, the engagement capacity of the release side clutch C1 is gradually decreased at a predetermined gradient Oramp from the instant t2 in FIG. 19, and the engagement capacity of the release side clutch C1 is gradually decreased, and the initial standby capacity C2stby of the engagement side clutch C2 in step S7. Thus, the slip Cs1 of the release side clutch C1 shown after the instant t2 in FIG. 19 is generated.
[0056]
In step S36, a control gain g2FB used for feedback control of the engagement capacity Tc2 of the engagement side clutch C2 as described later is obtained by searching from the vehicle speed VSP and the engine output torque Te.
In step S37, the slip amount deviation ΔCs1 between the slip amount Cs1 of the disengagement side clutch C1 obtained in step S5 and the target slip amount to be targeted when this is increased at a predetermined speed, and the above feedback control gain. From g2FB, a feedback control amount Tc2AFB related to the engagement capacity of the engagement side clutch C2 that makes the slip amount deviation ΔCs1 zero is calculated.
[0057]
In the next step S38, the feedback control amount Tc2AFB is added to the initial standby capacity C2stby of the engagement side clutch C2 obtained in step S7 to obtain the engagement capacity Tc2 of the engagement side clutch C2.
Thus, the engagement capacity Tc2 of the engagement side clutch C2 is shown in FIG. 19 under the above feedback control from the clutch change command time t2 in FIG. 19 to the instant t3 when the slip amount Cs1 of the release side clutch C1 becomes Rslip. Gradually increased.
After step S38 is executed, control is performed in the same manner as described above with reference to FIG. 3 after step S9.
[0058]
By the way, in the present embodiment, the engagement capacity of the release side clutch C1 is decreased stepwise by the initial standby capacity C1stby at the time of the clutch change command t2 in FIG. Because it was configured to gradually decrease with the slope of Oramp,
From the clutch change command instant t2 before the instant t3 when the slip amount Cs1 of the release side clutch C1 becomes Rslip, the engagement capacity Tc2 of the engagement side clutch C2 can be increased under the feedback control.
Accordingly, the instant t5 at which the engagement-side clutch C2 is completely engaged and the clutch switching is completed can be shortened accordingly, and the shift time can be shortened.
[0059]
The embodiment shown in FIGS. 1 to 11, the embodiment shown in FIGS. 12 to 14, the embodiment shown in FIGS. 15 to 17, and the embodiment shown in FIGS. Needless to say, they can be used in combination with each other.
[Brief description of the drawings]
FIG. 1 is a diagrammatic configuration diagram showing a twin clutch type manual transmission including an automatic transmission control device according to an embodiment of the present invention together with its transmission control system.
FIG. 2 is a diagrammatic configuration diagram showing an internal configuration of the twin clutch manual transmission.
FIG. 3 is a flowchart showing a shift control program executed by the transmission controller in the same embodiment;
FIG. 4 is a shift diagram illustrating a shift pattern used for automatic shift control of a manual transmission.
FIG. 5 is a characteristic diagram showing a change characteristic of a shift throttle opening calculation coefficient.
FIG. 6 is a characteristic diagram showing a set slip amount of a disengagement side clutch used for determination of engagement control start of the engagement side clutch.
FIG. 7 is a characteristic diagram showing the set slip amount of the release side clutch used to determine the complete release timing of the release side clutch.
FIG. 8 is a characteristic diagram showing a basic engagement capacity gradient of an engagement side clutch.
FIG. 9 is a diagram showing a change characteristic related to a target slip ratio of the engagement side clutch.
FIG. 10 is a characteristic diagram showing a feedback control gain related to the engagement capacity of the engagement side clutch.
11 is an operation time chart showing an operation according to the shift control program of FIG. 3;
12 is a flowchart of a shift control program corresponding to FIG. 3, showing another embodiment of the present invention.
FIG. 13 is a change characteristic diagram showing a calculation coefficient of an initial throttle opening for shifting.
14 is an operation time chart showing an operation by the shift control program of FIG.
FIG. 15 is a flowchart of a shift control program corresponding to FIG. 3, showing still another embodiment of the present invention.
FIG. 16 is a characteristic diagram showing a change characteristic of a throttle opening return gradient.
FIG. 17 is an operation time chart showing an operation according to the shift control program of FIG. 15;
FIG. 18 is a flowchart of a shift control program corresponding to FIG. 3, showing still another embodiment of the present invention.
FIG. 19 is an operation time chart showing the operation of the shift control program of FIG.
[Explanation of symbols]
E engine
3 Manual transmission
4 Final drive ring gear
5 Differential gear unit
6 Drive wheels
7 Transmission controller
8 Engine controller
9 Input rotation sensor
10 Clutch position sensor
11 Output rotation sensor
12 Gear position sensor
13 Brake switch
14 Shift lever switch
15 Shift mode switch
C1 Odd-speed clutch
C2 Even gear stage clutch
16 Clutch actuator
17 Shift actuator
18 Accelerator position sensor
19 Throttle opening sensor
20 Electronically controlled throttle valve
21 Clutch case
22 Transmission case
23 Engine output shaft
24 Clutch input member
25 Clutch output member
26 Clutch output member
31 Odd gear stage Odd gear stage input shaft
32 Even gear stage Even gear stage input shaft
33 Common output shaft
36 idler gear
41 1-speed drive gear
42 2-speed drive gear
43 3-speed drive gear
44 4-speed drive gear
45 5-speed drive gear
46 6-speed drive gear
47 Reverse drive gear
48 1-2 speed driven gear
49 3-4 speed driven gear
50 5-6 speed driven gear
51 Reverse driven gear
53 Reverse idler gear
54 1-3 speed synchro mechanism
55 5-Reverse speed sync mechanism
56 2-4 speed sync mechanism
57 6-speed sync mechanism
58 Final drive gear
60 Final Drive Idler Gear
61 Engine rotation sensor
62 Engine torque sensor

Claims (11)

Between the engine and the manual transmission, there is a grouped clutch for each gear stage, and after shifting the manual transmission, the clutch that is currently engaged among the clutches is reduced with the throttle opening of the engine reduced. In a device for automatically shifting a manual transmission by performing clutch changeover control for releasing and engaging a released clutch,
After the disengagement clutch enters the first small slip state corresponding to the minute slip state indicating the slip start of the disengagement clutch from the engagement state , the disengagement clutch has the engagement capacity of the disengagement clutch. While maintaining the engagement capacity value at the time of the first small slip state, gradually increasing the engagement capacity of the engagement side clutch so that the slip of the engagement side clutch decreases with a predetermined time series change,
An automatic transmission control device for a manual transmission, wherein the engagement capacity of the release side clutch is set to a value corresponding to a complete release state when the release side clutch enters a second large slip state. In the automatic transmission control device according to claim 1 ,
The second large slip state related to the disengagement side clutch is changed to the slip state of the disengagement side clutch when the engagement capacity of the engagement side clutch becomes an engagement capacity capable of sharing the passing torque between the engine and the transmission alone. An automatic transmission control device for a manual transmission characterized by being adapted. In the automatic transmission control device according to claim 1 or 2 ,
A manual transmission characterized in that the engagement capacity of the engagement side clutch is gradually increased by feedback control so as to eliminate the slip deviation according to the slip deviation between the actual slip and the target slip of the engagement side clutch. Automatic transmission control device. In the automatic transmission control device according to any one of claims 1 to 3 ,
The automatic transmission control of a manual transmission characterized in that the throttle opening value at the time of the reduction of the engine throttle opening is determined to increase with increasing vehicle speed and decrease with increasing engine torque based on vehicle speed and engine torque. apparatus. In the automatic transmission control device according to any one of claims 1 to 4 ,
Until the disengagement side clutch becomes the first small slip state, the engine throttle opening degree is reduced to an intermediate value larger than the throttle opening degree value at the time of reduction, and the disengagement side clutch becomes the first small slip state. An automatic transmission control device for a manual transmission, wherein the automatic transmission control device is configured to reduce the throttle opening value to the above-mentioned throttle opening value after the slip state. In the automatic transmission control device according to claim 5 ,
An automatic transmission control device for a manual transmission, wherein the intermediate value related to the engine throttle opening is increased as the throttle opening before shifting is increased. In the automatic transmission control device according to claim 5 or 6 ,
An automatic transmission control device for a manual transmission, wherein the intermediate value related to the engine throttle opening is increased as the response delay becomes smaller in accordance with the response delay of the engine speed with respect to the throttle opening operation of the engine. The automatic transmission control device according to any one of claims 1 to 7 ,
An automatic transmission control device for a manual transmission, wherein a return gradient when the engine throttle opening is increased and returned from the throttle opening value at the time of reduction is made gentler as the throttle opening before shifting is larger. In the automatic transmission control device according to any one of claims 1 to 8, gradually decreases at a predetermined gradient after the torque capacity of the disengagement side clutch upon releasing of the release-side clutch is lowered stepwise to the initial volume An automatic transmission control device for a manual transmission, characterized in that it is configured as described above. In the automatic transmission control device according to claim 9 ,
An automatic transmission control device for a manual transmission, wherein an initial capacity related to an engagement capacity of the release side clutch is made to correspond to an engagement capacity such that the release side clutch is brought into a state immediately before the start of slipping. In the automatic transmission control device according to claim 9 or 10 ,
The engagement capacity of the engagement-side clutch is controlled so that the slip of the release-side clutch increases with a predetermined time-series change until the release-side clutch is in the first small slip state. Automatic transmission control device for manual transmission.

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