JP4552688B2 - Engine shift control device - Google Patents

Description

  The present invention relates to an improvement in control for synchronizing an engine rotation speed with a transmission input-side rotation speed after a shift in a vehicle in which a manual transmission is connected to the engine via a clutch.

Patent Document 1 discloses a technique for avoiding a shift shock by performing rotation synchronization control that synchronizes an engine rotation speed with a transmission input-side rotation speed after a shift at the time of shifting.
JP-A-5-229368

When the engine rotation synchronization control at the time of shifting described in Patent Document 1 is applied at the time of shifting operation of the manual transmission, the period for performing the rotation synchronization control is appropriately set so that the shift shock can be satisfactorily eliminated. Therefore, it is necessary to detect the position of the clutch pedal.
However, for example, in a simple setting in which the period during which the starter inhibitor switch provided to prevent engine start in the clutch engaged state is ON is set as the rotation synchronization control period, the starter inhibitor switch is depressed by the clutch pedal. Since the amount is set to be turned on at a large depression amount near the maximum, the switch is turned off and the engine rotation synchronization speed is stopped only by slightly returning the clutch pedal.

Therefore, when the driver's clutch return operation is slow, the driver recognizes that the synchronous rotational speed is maintained, but the rotational synchronous control is already stopped in the half-clutch state, and the rotational speed is Since it has fallen, a shock will occur when the clutch is engaged.
Even if the driver recognizes the above, it is necessary to consciously change the depression control of the clutch pedal between when the synchronous control is ON and when the synchronous control is OFF, which deteriorates the feeling of operation.

  The present invention has been made paying attention to such a problem, and an object of the present invention is to avoid a clutch engagement shock irrespective of a driver's clutch pedal operation.

  Therefore, the present invention provides a half-clutch detection means for detecting the half-clutch state of the clutch, and a rotation-synchronization control in which the engine rotation synchronization control started by the shift operation is continuously performed until the half-clutch state of the clutch is detected. And a continuation means.

  According to the engine shift control device according to the present invention, the engine rotation synchronization control is continuously performed during the half-clutch state detection without being influenced by the driver's clutch pedal operation. The clutch is engaged without lowering, and the engagement shock can be reliably avoided, and the engine control can be promptly shifted to the engine control after the shift without prolonging the synchronization control more than necessary.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a schematic diagram showing the configuration of a vehicle showing an embodiment of the present invention.
As shown in this figure, an engine (internal combustion engine) 1 and a manual transmission 3 connected to the engine 1 via a clutch 2 are mounted on the vehicle.
The clutch 2 is connected when the clutch pedal 4 is not depressed. The clutch 2 is disconnected against the urging force of the return spring by depressing the clutch pedal 4 greatly. The half-clutch state is started.

Therefore, in the first embodiment, as shown in FIG. 2 (A), when the clutch pedal 4 is returned to the half-clutch state when the clutch pedal 4 is largely depressed at the time of shifting, it is turned from ON to OFF (or from OFF). ON) is provided with a half-clutch switch 5 set so that the signal is switched.
The manual transmission 3 is provided with a shift switch 6 that detects a shift position, and the engine 1 is provided with a rotation speed sensor 7 that detects an engine rotation speed.

Detection signals from the half-clutch switch 5, the shift switch 6, and the rotation speed sensor 7 are input to an engine control unit (ECU in the figure) 8.
The engine control unit 8 executes rotation synchronization control that synchronizes the rotational speed of the engine 1 with the transmission input side rotational speed after the speed change by the speed change.
FIG. 3 shows a flow of the rotation synchronization control.

In step S1, it is determined whether a shift operation has been performed based on whether the shift position detected by the shift switch 6 has changed.
If it is determined in step S1 that the speed change operation has been performed, the process proceeds to step S2, and the rotation synchronization control of the engine 1 is started.
Specifically, based on the detected shift position after the shift operation, the transmission input side rotational speed after the shift in the current operating state is calculated, and the transmission input side rotational speed is calculated as the target synchronization of the engine 1. The engine output (intake air amount) is set so as to converge to the target synchronous rotational speed in accordance with the deviation between the target synchronous rotational speed and the actual engine rotational speed Ne detected by the rotational speed sensor 7. And the fuel injection amount) are feedback-controlled.

In step S3, it is determined whether the signal of the half clutch switch 5 is switched from ON to OFF (or from OFF to ON).
Then, after depressing the clutch pedal 4 greatly at the time of shifting operation, when the signal from the half clutch switch 5 is switched from ON to OFF (or from OFF to ON) by the return operation, it is determined that the clutch is in the half clutch state. Then, the process proceeds to step S4, and the rotation synchronization control of the engine 1 is terminated.

FIG. 4 shows changes in various state quantities at the time of shifting.
In this way, the rotation synchronization control started by the shifting operation is continued until the half-clutch state is detected, thereby maintaining the state in which the engine rotation speed Ne is synchronized with the transmission input-side rotation speed after the shift. The clutch can be engaged while the shock at the time of engagement can be prevented.
In addition, the control corresponding to the required torque after the shift can be started quickly without prolonging the rotation synchronization control more than necessary, and excellent responsiveness can be secured.
Further, since the rotation synchronization control can be terminated at an appropriate timing without being operated by the driver's clutch pedal, the feeling of operation of the clutch pedal is not deteriorated.

In the first embodiment, the half-clutch state can be detected with high accuracy by providing the half-clutch switch, but it can also be controlled using a clutch pedal switch that is currently provided.
In the second embodiment, a half clutch state is determined using a starter inhibitor switch.

The original function of the starter inhibitor switch 11 is to allow the starter to be started, that is, to start the engine, when the clutch pedal 4 is fully depressed and the clutch 2 is completely disconnected. Therefore, as shown in FIG. 2 (B), the clutch pedal 4 is set to be ON in the vicinity of the maximum depression amount.
Therefore, as described above, if only the rotation synchronization control is performed while the starter inhibitor switch is ON, the rotation synchronization control is stopped before the half clutch state is established, and the shock at the time of clutch engagement is reduced. It cannot be avoided well (see the dashed line in FIG. 6).

Therefore, in the second embodiment, a predetermined operation is added to the signal detection of the starter inhibitor switch 11 to detect the half-clutch state.
FIG. 5 shows a flow of rotation synchronization control in the second embodiment.
In step S11 and step S12, similarly to the first embodiment, the rotation synchronization control of the engine 1 is started together with the start of the shift operation, and then the process proceeds to step S13.

In step S13, it is determined whether the signal of the starter inhibitor switch 11 has been switched from ON to OFF (or from OFF to ON).
If it is determined that the signal from the starter inhibitor switch 11 has been switched from ON to OFF (or from OFF to ON) by a return operation after the clutch pedal 4 has been greatly depressed during a shift operation, the process proceeds to step S14.

In step S14, a timer for measuring the elapsed time after the signal of the starter inhibitor switch 11 is switched is started and counted up.
In step S15, the timer determines whether the elapsed time T has reached a predetermined time T0.
When it is determined that the predetermined time T0 has been reached, it is determined that the clutch is in a half-clutch state, and the rotation synchronization control of the engine 1 is terminated.

FIG. 6 shows changes in various state quantities at the time of shifting in the present embodiment.
In this way, even when the driver slowly returns the clutch pedal 4, it is determined that the clutch is in the half-clutch state after a predetermined time has elapsed since the signal of the starter inhibitor switch 11 is switched. The clutch 2 is engaged while maintaining the synchronous rotation speed without being generated, and a shock can be avoided.

In addition, unlike the first embodiment, there is no need to provide a separate switch, which can be implemented at low cost.
Next, a third embodiment using an existing switch will be described.
In a vehicle that performs constant speed traveling control (ASCD), as shown in FIG. 2, an ASCD release switch 12 that detects a predetermined amount of depression is provided to release the constant speed traveling control when the clutch pedal is depressed. ing.

Therefore, in the third embodiment, the half-clutch state is detected using the signal of the ASCD release switch 12.
That is, the original function of the ASCD release switch 12 is to release the constant speed traveling control when the clutch pedal 4 is depressed and switched from OFF to ON (or from ON to OFF). When the ASCD release switch 12 is switched from ON to OFF (or from OFF to ON) when the return operation is performed after the clutch pedal 4 is depressed, it is determined that the clutch is in the half-clutch state.

FIG. 7 shows a flow of rotation synchronization control in the third embodiment.
The difference from FIG. 3 showing the flow of the first embodiment is only that the ASCD release switch 12 is used instead of the signal of the half-clutch switch 5.
FIG. 8 shows changes in various state quantities at the time of shifting in the present embodiment.
In the present embodiment, since the rotation synchronization control continues from the actual half-clutch state to the engagement side, the response to the required torque after the shift is slightly delayed, but the shift shock can be reliably prevented, as in the second embodiment, Since it is not necessary to provide a separate switch, it can be implemented at low cost.

  As a fourth embodiment, as shown in FIG. 2, a stroke sensor 13 composed of a potentiometer such as a variable resistance type capable of detecting an arbitrary stroke amount (depression amount) of the clutch pedal is provided, and the engine 1 is operated by a speed change operation. After the rotation synchronization control is started, the stroke amount at that time is learned by setting the point at which the engine rotational speed Ne starts to increase as the half-clutch position, and the learned stroke amount is stored and updated. Note that the initial value is set in advance by finding a position at which a half-clutch state is obtained through an experiment.

Then, when the clutch pedal 4 is returned, that is, when the learned stroke amount is reached in the direction in which the stroke amount decreases, the half-clutch position is determined and the rotation synchronization control is terminated.
9 and 10 show a flow of rotation synchronization control and half-clutch position learning in the fourth embodiment.

According to the fourth embodiment, the rotation synchronization control can always be terminated at an optimal timing while learning the half-clutch position that changes with time.
In the embodiment described above, the rotation speed control of the engine 1 is started when the starter inhibitor switch is turned from OFF to ON (or from ON to OFF) by depressing the clutch pedal, or in the fourth embodiment. Then, it may be started by detecting that the stroke amount is equal to or greater than a predetermined value near zero.

1 is a schematic configuration diagram of a vehicle showing an embodiment of the present invention. It is a figure which shows the switch of the clutch peripheral part in each embodiment, and those effect | actions. It is a flowchart which shows the rotation synchronous control of 1st Embodiment. It is a time chart which shows change of various state quantities at the time of rotation synchronous control of a 1st embodiment. It is a flowchart which shows the rotation synchronous control of 2nd Embodiment. It is a time chart which shows change of various state quantities at the time of rotation synchronous control of a 2nd embodiment. It is a flowchart which shows the rotation synchronous control of 3rd Embodiment. It is a time chart which shows change of various state quantities at the time of rotation synchronous control of a 3rd embodiment. It is a flowchart which shows the rotation synchronous control of 4th Embodiment. It is a flowchart which shows the half clutch position learning control of 4th Embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Clutch, 3 ... Manual transmission, 4 ... Clutch pedal, 5 ... Half clutch switch, 6 ... Shift switch, 7 ... Rotation speed sensor, 8 ... Engine control unit, 11 ... Starter inhibitor switch, 12 ... ASCD release switch, 13 ... stroke sensor

Claims (5)

At the time of shifting the engine, the engine is connected to a manual transmission through a clutch, and the rotation synchronization control is performed to synchronize the engine rotation speed with the input-side rotation speed of the transmission after the shift at the time of a shift operation performed while disengaging the clutch. In the control device,
Half-clutch detection means for detecting a half-clutch state in which the clutch starts to be engaged from a disengaged state;
Rotation synchronization control continuation means for continuously performing rotation synchronization control of the engine started by the speed change operation until a half-clutch state of the clutch is detected;
A starting clutch control device for a vehicle, comprising:   2. The half-clutch detecting means detects a half-clutch state based on a signal from a half-clutch switch provided so that a signal is switched at a half-clutch position in conjunction with clutch pedal operation. The engine shift control device according to claim 1.   The half-clutch detection means is configured such that a starter inhibitor switch provided so as to be turned on (OFF) near the maximum depression amount of the clutch pedal in order to prohibit engine start in a clutch connected state is turned on by a clutch pedal return operation. 2. The engine shift control device according to claim 1, wherein it is determined that the clutch is in a half-clutch state after a predetermined time has elapsed since switching from OFF (OFF to ON).   The half-clutch detection means is configured so that a constant speed travel control prohibition switch provided so as to be turned on (OFF) with a relatively shallow clutch pedal depression amount is prohibited when the clutch pedal is returned to prohibit constant speed travel control. 2. The engine speed change control device according to claim 1, wherein it is determined that the clutch is in a half-clutch state when the engine is turned off (OFF to ON).   The half-clutch detection means is provided with a stroke sensor that detects a stroke amount according to the depression amount of the clutch pedal, and the stroke amount when the engine speed changes according to depression of the clutch pedal during a shift operation is determined as a half-clutch position. 2. The engine speed change control device according to claim 1, wherein the learning is performed by determination.

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