JP5831564B2 - Control device for vehicle with manual transmission - Google Patents

Description

  The present invention relates to a control device for a vehicle with a manual transmission, and more particularly to control of a vehicle with a manual transmission suitable for performing front-rear rotation synchronous control of a clutch mechanism in a vehicle with a manual transmission where a clutch operation input is made by a driver. Relates to the device.

  In a vehicle equipped with a manual transmission, in general, a shift lever operation (shift request operation input) is performed by a driver under a clutch disengaged state in which a clutch pedal is depressed, and the meshing of the shift gear stage is switched. Therefore, if the clutch connection operation for returning the clutch pedal to the return position after the operation of the shift lever is abrupt, a shift shock is likely to occur. On the other hand, if the clutch connection operation is too slow, it takes time from the shift request operation input to the completion of the shift.

  Therefore, in a vehicle equipped with a manual transmission, control for synchronizing the rotational speeds before and after the clutch mechanism (the rotational speed of the crankshaft and the transmission input shaft) is realized by rotational speed control on the engine side such as an engine. What was made into is also known (for example, refer patent document 1).

JP 2010-7711 A

  By the way, in a vehicle with a manual transmission that performs clutch engagement / disengagement operation only by a driver's operation input, the clutch connection timing differs greatly depending on the driver's pedal operation, and the speed at which the transmission gear is switched also varies. For this reason, the difference in rotational speed between the front and rear of the clutch is normally suppressed as much as possible between the time when a shift request is generated in the clutch disengaged state and the time when clutch engagement and disengagement is completed by the clutch engagement operation (hereinafter simply referred to as clutch engagement operation). Therefore, it has been common sense that the driver can operate the clutch pedal quickly and can suppress the shift shock even when the driver is larger than the shift shock intended by the driver.

  However, the difference between the rotational speeds before and after the clutch during the clutch engagement operation, that is, | Ne−Ni | when the engine rotational speed is Ne and the rotational speed of the transmission input shaft is Ni is close to 0. Even if the operation is performed quickly, the normal engine rotation speed control requires only a small shock. However, when | Ne-Ni | does not become sufficiently small or when the engine rotation speed control is abnormal, the clutch connection operation of the driver is performed. When this is performed quickly, a large shift shock may occur.

  Therefore, the present invention makes it possible to recognize that a shift shock is generated depending on the clutch operation when performing synchronous control for reducing the difference in rotational speed between the input side and the output side of the clutch mechanism during a manual shift operation. An object of the present invention is to provide a control device for a vehicle with a manual transmission.

In order to achieve the above object, the manual transmission according to the present invention includes (1) a manual transmission that shifts the power output from the engine in response to a shift request operation input from a driver, and a clutch operation input from the driver. In response, a clutch mechanism that is switched between a shut-off state that shuts off a power transmission path from the engine to the manual transmission and a connection state that connects the power transmission path, and a gear that is output from the engine and shifted by the manual transmission. And a driving wheel driven by power, and when the shift request operation input is input when the clutch mechanism is in the disengaged state, the output rotational speed of the engine is controlled, and the clutch mechanism A control device for a vehicle with a manual transmission that executes synchronous control for reducing a difference in rotational speed between an input side and an output side, and (2) executes the synchronous control. When performing, the rotational speed of the input side of the clutch mechanism is controlled to be different from the rotational speed of the output side of the clutch mechanism by a preset differential speed , and the engine The output rotational speed is controlled to a rotational speed lower than the rotational speed on the output side of the clutch mechanism, and (3) an operating state detection unit that detects the operating state of the vehicle, and the differential speed is set to the driving of the vehicle. And (4) the differential speed control unit variably controls the differential speed according to a gear stage of a shift destination of the manual transmission. And

According to the present invention configured as described above, by executing the synchronous control for controlling the output rotation speed of the engine so as to be different by the preset differential speed, according to the clutch engagement operation speed of the driver. The driver can experience the longitudinal acceleration of the vehicle, that is, the shift shock. That is, the driver can feel that the longitudinal acceleration is large when the clutch connection operation speed is fast and the longitudinal acceleration is small when the clutch connection operation speed is slow. With such synchronous control, the shift shock is generated depending on the clutch connection operation by allowing the driver to learn from the experience the relationship between the clutch connection operation speed and the shift shock generated thereby while suppressing the shift shock. Can be recognized. Further, when executing the synchronous control, the output rotational speed of the engine is controlled to be lower than the rotational speed on the output side of the clutch mechanism. Accordingly, it is possible to effectively let the driver experience a shift shock having a magnitude depending on the clutch connection operation speed, for example, the deceleration of the vehicle, while effectively suppressing the shift shock on the vehicle acceleration side when the clutch is connected. In addition, since a driving state detection unit that detects the driving state of the vehicle and a differential speed control unit that variably controls the differential speed according to the driving state of the vehicle, the operation speed and Since the vehicle deceleration G reflecting the driving state of the vehicle can be generated and the driver can feel it, the clutch engagement operation by the driver is more effectively suppressed by the generation of the effective vehicle G. Further, the differential speed control unit variably controls the differential speed according to a shift destination gear of the manual transmission. This makes it possible for the driver to experience the vehicle deceleration G according to the operation speed and the gear speed of the manual transmission destination when the clutch is connected, and the clutch connection operation by the driver can be complicated. In addition to being suppressed, the driver is prompted to perform a preferred clutch engagement operation corresponding to the gear stage of the manual transmission.

Here, preferably, in the control device for a vehicle with a manual transmission, (5) the differential speed control unit uses the differential speed when the gear stage of the manual transmission is a low speed stage. Further, the manual transmission is set to be smaller than the case where the gear stage of the shift destination is the medium / high speed stage.

  By setting the differential speed of the low speed stage to be smaller than that of the medium / high speed stage, a relatively large shift shock at the low speed stage during clutch engagement operation is effectively suppressed and a vehicle deceleration G corresponding to the clutch connection operation is generated. Thus, the driver can feel it, so that the speed of the clutch connection operation by the driver is suppressed, and the driver is prompted to perform a preferable clutch connection operation corresponding to the low speed stage.

  Preferably, in the control device for a vehicle with a manual transmission, (6) the differential speed control unit is configured to set the differential speed, and the gear stage of the shift destination of the manual transmission is the medium to high speed stage. Sometimes, the higher the speed, the smaller the differential speed.

  In this case, it is not necessary to set the differential speed finely according to the setting conditions of the gear stage of the shift destination on the middle and high speed stage side where the shift shock is difficult to occur among the multiple shift stages, and the low speed at which the shift shock is likely to occur. On the stage side, the differential speed can be set sufficiently small.

  Preferably, in the control device for a vehicle with a manual transmission, (7) the driving state detection unit detects a vehicle speed of the vehicle, and the differential speed control unit calculates the differential speed of the vehicle. It is variably controlled according to the vehicle speed.

  With this configuration, it is possible to generate a vehicle acceleration / deceleration reflecting the clutch connection operation and the vehicle speed at the time of clutch connection operation, so that the driver can feel it effectively. Will be.

  Preferably, in the control device for a vehicle with a manual transmission, (8) the differential speed control unit executes the synchronization control when the manual transmission is shifted in a downshift direction. In this case, the differential speed is variably controlled according to the driving state of the vehicle.

  With this configuration, the speed difference between the input and output rotational speeds of the clutch mechanism is appropriately set during a downshift where a shift shock is likely to occur, and the shift shock during the clutch engagement operation immediately after the downshift is effectively suppressed. In addition, the acceleration / deceleration of the vehicle according to the clutch operation and the state of the vehicle at the time of the downshift is generated, so that the driver can feel it. Therefore, the driver is prompted to perform a preferable clutch engagement operation corresponding to the downshift.

  Preferably, the clutch mechanism is changed in a clutch engagement state in accordance with an operation stroke of a clutch operation input from the driver. With this configuration, a shift shock according to the clutch operation speed and the operation stroke can be generated so that the driver can feel it, so that the clutch connection operation speed and the operation stroke by the driver can be effectively suppressed. become.

  The differential speed is within a range in which the shift shock can be reduced, and the shift shock corresponding to the speed of the clutch operation, that is, the vehicle front-rear G, for example, the vehicle deceleration G, is suppressed and can be experienced by the driver. Is set in advance based on sensory test results or the like. Further, this differential speed is such that a shift shock corresponding to the speed of the clutch operation, that is, a vehicle front-rear G, for example, a vehicle deceleration G, is suppressed and can be experienced by the driver at each gear position of the manual transmission. Is set in advance on the basis of the sensory test result or the like to a different speed value for each gear position of the speed change destination at the time of clutch engagement operation.

It is a schematic block diagram of the control apparatus of the vehicle with a manual transmission which concerns on 1st Embodiment of this invention. It is explanatory drawing of the speed change mechanism in the vehicle with a manual transmission which concerns on 1st Embodiment of this invention. 5 is a timing chart showing an example of a shift operation in a downshift direction and a change in rotational speed before and after the clutch in the control device for a vehicle with a manual transmission according to the first embodiment of the present invention. 5 is a graph showing a setting condition of a differential speed between the rotating shafts before and after the clutch in the control device for a vehicle with a manual transmission according to the first embodiment of the present invention, and the vertical axis indicates a clutch connection operation following a manual downshift operation. The vehicle deceleration G and the horizontal axis at the time are the differential speed between the rotating shafts before and after the clutch during the clutch connection operation. It is a graph which shows the setting conditions of the differential speed between the rotating shafts before and behind the clutch in the control device for a vehicle with a manual transmission of a comparative example, and the vertical axis represents vehicle deceleration G during clutch connection operation following manual downshift operation, The horizontal axis is the differential speed between the rotating shafts before and after the clutch when the clutch is connected. It is a control table figure which shows the example of a setting of the target synchronous rotational speed for every shift destination gear stage set about the gear stage of each shift destination in the control apparatus of the vehicle with a manual transmission which concerns on 1st Embodiment of this invention. It is a schematic block diagram of the control apparatus of the vehicle with a manual transmission which concerns on 2nd Embodiment of this invention. It is a control table figure which shows the target synchronous rotational speed for every shift destination gear stage set about the gear stage of each shift destination in the control apparatus of the vehicle with a manual transmission which concerns on 2nd Embodiment of this invention.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
1 to 6 show a control device for a vehicle with a manual transmission according to a first embodiment of the present invention.

  As shown in FIGS. 1 and 2, the control device for a vehicle with a manual transmission according to the present embodiment is mounted on a vehicle 1 with a manual transmission.

  The vehicle 1 includes an engine 2 as a prime mover, a manual transmission 3 (vehicle manual transmission) for shifting the rotational power output from the engine 2 in accordance with a shift request operation input from a driver (driver), A clutch mechanism 4 that is switched between a shut-off state that shuts off the power transmission path from the engine 2 to the manual transmission 3 and a connection state that connects the power transmission path in response to a clutch operation input from the driver, and a manual output that is output from the engine 2 Drive wheels 5L and 5R that are driven by the power shifted by the transmission 3.

  The engine 2 is a multi-cylinder internal combustion engine, for example, an in-line 4-cylinder gasoline engine, and outputs rotational power from the crankshaft 2a according to the intake air amount, fuel consumption amount, and the like.

  The manual transmission 3 is a multi-speed transmission capable of multi-speed shifting, for example, 6-speed shifting from 1st speed to 6th speed. The manual transmission 3 includes an input shaft 31 to which rotational power from the engine 2 is input, an output shaft 32 that outputs the rotational power after shifting to the differential device 39 on the drive wheels 5L and 5R side, And at least one parallel gear shaft 33 which is arranged in parallel to the output shaft 32 and supports a plurality of transmission gears 38a, 38b and the like.

  2A illustrates only one specific power transmission path, the manual transmission 3 includes a plurality of transmission gear sets 36 and 36 between the input shaft 31, the output shaft 32, and the parallel gear shaft 33, respectively. A plurality of switchable power transmission paths are formed via the synchronous meshing mechanism 37 and the like. The manual transmission 3 displaces, for example, the sleeve 37s of the synchronous meshing mechanism 37 in the axial direction so that the power transmission path from the input shaft 31 is set to one of the pair of gears 36a and 36b of the transmission gear set 36. By selecting and switching the gear ratio of the power transmission path after the input shaft 31, the gear can be changed.

  An operation for displacing the sleeve 37 s of the synchronous meshing mechanism 37 in the axial direction is performed by the shift operation mechanism 35.

  The shift operation mechanism 35 is arranged in parallel with each other in the transmission operation lever 51 operated in the shift operation direction and the select operation direction, and in the transmission case 34 and is movable in the axial direction. Are provided with a plurality of shift fork shafts 53, 54, 55 supported in parallel to each other. Further, the shift operation mechanism 35 is moved in the axial direction corresponding to the X direction in FIG. 2A by a shift operation input to the shift operation lever 51, and in FIG. 2B by a select operation input to the shift operation lever 51. The shift select shafts 56 are respectively operated in the rotation direction corresponding to the Y direction.

  A plurality of shift fork shafts 53-55 each have a bifurcated shift fork 53f and the like (only one is schematically shown in FIG. 2A), and a shift head having a substantially U-shaped head shape. Parts 53h-55h are attached.

  Although details of the shift fork shafts 53 to 55 are not shown, a shift sleeve 37 s for selectively establishing one of the multiple shift gears of the manual transmission 3 (see FIG. 2A). When one of the plurality of shift fork shafts 53-55, for example, the shift fork shaft 53 is operated in the axial direction, the shift fork 53f that moves integrally therewith corresponds to the speed change sleeve 37s. A power transmission path of any one transmission gear stage (for example, first speed or second speed) is established.

  As shown in FIG. 2B, the shift select shaft 56 includes an outer shift lever (not shown) that rotates in response to an operation of the shift operation lever 51 in the shift direction, and an operation of the shift operation lever 51 in the select direction. It is driven by an outer select lever 57 that rotates in response to this. Here, the outer shift lever is rotatably supported by the transmission case 34 so that the shift select shaft 56 can be shifted in the axial direction (X direction in FIG. 2A). 57 is rotatably supported by the transmission case 34 so that the shift select shaft 56 can be selected in the rotation direction (Y direction in FIG. 2B).

  An inner lever 56a for selecting operation is fixed to the shift select shaft 56 so as to protrude in a direction perpendicular to the axis of the shift select shaft 56. The inner lever 56a is connected to the shift fork shaft 53-55 according to the rotation position in the selecting operation direction. The shift head portions 53h to 55h are configured to engage with any one of the U-shaped end portions of the shift head portions 53h to 55h.

  The inner lever 56a supports the inner lever 56a by engaging with any one of the plurality of shift head portions 53h, 54h, or 55h according to the select operation position in the rotation direction of the shift select shaft 56. When the shift select shaft 56 to be operated is shifted in the axial direction, any one of the shift fork shafts 53, 54 or 55 is pivoted together with the shift select shaft 56 via any one of the shift head portions 53 h, 54 h or 55 h. It is possible to establish one of the two transmission gear stages corresponding to the shift fork shaft 53, 54 or 55.

  In the vicinity of the shift head portion 53h-55h of the shift fork shaft 53-55, a known interlock member 60 that restricts the axial movement of the non-selected shaft is provided adjacent to the inner lever 56a.

  As described above, the control device 10 for a vehicle with a manual transmission according to this embodiment includes a manual transmission 3 that shifts the power output from the engine 2 in accordance with a shift request operation input from the driver, A clutch mechanism 4 that is switched between a shut-off state that shuts off a power transmission path from the engine 2 to the manual transmission 3 and a connected state that connects the power transmission path in response to a clutch operation input, and a manual transmission that is output from the engine 2 3 is equipped with a drive wheel 5L, 5R that is driven by the power shifted by 3.

  The control device 10 controls the output rotational speed of the engine 2 when the clutch mechanism 4 is switched from the disconnected state to the connected state, and reduces the difference between the rotational speeds before and after the clutch mechanism 4 (input side and output side). Synchronous control is performed.

  Specifically, when the control device 10 determines that the shift is started in a state where the clutch mechanism 4 is completely disconnected, the control device 10 sets the engine rotation speed Ne [rpm] that is the rotation speed on the input side of the clutch mechanism 4. Then, the rotational speed Ni [rpm] of the input shaft 31 of the manual transmission 3 that is the rotational speed on the output side of the clutch mechanism 4 is controlled to be lower by a preset differential speed | Ne−Ni |. It is like that. Note that the timing for determining that the shift has started is described later.

  The control device 10 includes sensors 70 as driving state detection units that detect the driving state of the vehicle 1, a differential speed control unit 80 that variably controls the differential speed | Ne−Ni | according to the driving state of the vehicle 1, and ,have.

  The sensors 70 are, for example, an engine speed sensor 71, a transmission input speed sensor 72, an accelerator opening sensor 73, a brake switch 74, a clutch stroke sensor 75, a water temperature sensor 76, an air flow meter 77, a throttle opening sensor 78, a shift. & Select stroke sensor 79 is included.

  Here, the engine rotational speed sensor 71 detects the rotational angular position of the crankshaft 2 a of the engine 2 and the output rotational speed [rpm] from the crankshaft 2 a that is the rotational speed on the input side of the clutch mechanism 4. The transmission input rotational speed sensor 72 can detect the rotational speed on the output side of the clutch mechanism 4 by detecting the rotational speed of the input shaft 31 of the manual transmission 3. The accelerator opening sensor 73 detects the accelerator opening corresponding to the depression operation amount of the accelerator pedal 11. Further, the brake switch 74 detects that a brake pedal depression force of a predetermined depression force or more is applied to the brake pedal 12 of the vehicle 1.

  The clutch stroke sensor 75 is a displacement sensor that detects a depression operation stroke of the clutch pedal 13 that is a clutch operation input. When the clutch pedal 13 is depressed or returned to a predetermined depression operation stroke position, the clutch stroke sensor 75 is moved to the operation position. It may be a clutch pedal switch that detects whether or not it has been reached. The water temperature sensor 76 detects the temperature of cooling water passing through a water jacket (not shown) of the engine 2, and the air flow meter 77 detects the intake air amount (flow rate) of the engine 2. The throttle opening sensor 78 detects the opening of the electronic throttle valve 91, and the shift & select stroke sensor 79 operates the shift operation position (operation stroke from the reference position) shp and the select direction of the shift operation lever 51. The operation position slp is detected.

  The sensors 70 may be a vehicle speed sensor 65 that detects the rotational speed Nd of the output shaft 32 of the manual transmission 3 to detect the vehicle speed of the vehicle 1 corresponding thereto instead of the shift & select stroke sensor 79, or The wheel speed sensor 66 for detecting the vehicle speed from the rotational speeds of the drive wheels 5L and 5R may be included, or all of them may be included. The sensors 70 are any one of a shift & select stroke sensor 79, a vehicle speed sensor 65, and a wheel speed sensor 66 in addition to the engine rotation speed sensor 71, the transmission input rotation speed sensor 72, and the clutch stroke sensor 75. Should be included.

  The timing at which the control device 10 determines that the shift has started under the completely disconnected state of the clutch mechanism 4 is detected, for example, by the shift & select stroke sensor 79 that the shift operation lever 51 has been operated to the next shift gear position. Or when the rotational speed Ni [rpm] of the input shaft 31 of the manual transmission 3 is changed to the rotational speed corresponding to the vehicle speed and the speed-change gear stage after the speed change. In the latter case, if the rotational speed Ni of the input shaft 31 of the manual transmission 3 is increased, a downshift is performed. Conversely, if the rotational speed Ni of the input shaft 31 is decreased, the upshift is performed. become.

  The differential speed control unit 80 includes an ECU 81 that controls the driving state of the vehicle 1 and the driving state of the engine 2 based on sensor information from the sensors 70.

  The ECU 81 does not show a specific hardware configuration, but includes an electronic control unit including a backup memory such as a nonvolatile memory in addition to a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). It is. The ECU 81 further includes an input interface circuit including an A / D converter and the like, an output interface circuit including a driver and a relay switch, a communication interface with other in-vehicle ECUs, and the like. The input interface circuit of the ECU 81 includes or is connected to a driver circuit for actuators, etc., and is connected to an injection drive circuit that performs fuel injection of the engine 2 and an ignition drive circuit that performs ignition drive.

  The ECU 81 executes so-called multitask processing, for example, according to a control program stored in a ROM or a backup memory (hereinafter referred to as a ROM or the like). The ECU 81 has a function of controlling the throttle opening, ignition timing, fuel injection time, and the like of the engine 2 so as to realize the target torque and target rotation speed of the engine 2.

  The ECU 81 also sets the clutch pedal 13 at a predetermined depression operation position so that the clutch mechanism 4 is disengaged based on the detection value of the sensors 70, for example, the clutch stroke sensor 75, according to a control program stored in the ROM or the like. It has come to detect that it was stepped on.

  The ECU 81 includes a shift condition determining unit 82 and a target NE setting unit 83 as a plurality of functional units that exhibit the main functions of the control device 10 of the present embodiment.

  For example, when the shift condition determining unit 82 detects that the clutch pedal 13 has been depressed to a predetermined depressing operation position, the shift condition determining unit 82 shifts and selects a shift gear stage to be requested by an operation input to the shift operation lever 51. The determination is made based on the detection value of the sensor 79. Alternatively, the transmission condition determination unit 82, for example, detects the rotational speed of the vehicle speed sensor 65 or the wheel speed sensor 66 and the transmission input rotation over a certain period from the time when the clutch pedal 13 is detected to be depressed to a predetermined depression operation position. Based on the rotational speed Ni of the input shaft 31 of the manual transmission 3 detected by the speed sensor 72, the gear ratio of the manual transmission 3 can be monitored, and when there is a shift, the shift gear stage of the shift destination can be determined. It is like that.

  The target NE setting section 83 is a shift condition from the current shift gear stage to the shift destination shift gear stage determined by the shift condition determining section 82, for example, a shift gear stage at the time of clutch connection operation (shift destination gear stage). Accordingly, the rotational speed Ni of the input shaft 31 of the manual transmission 3 corresponding to the transmission gear ratio at the time of clutch engagement and the vehicle speed of the vehicle 1 is set as the target synchronous rotational speed.

  Further, the target NE setting unit 83 sets a target engine rotational speed Ne that is lower than the set synchronous rotational speed Ni by a differential speed | Ne−Ni | corresponding to the transmission gear stage at the time of clutch engagement operation. It has become. The ECU 81 controls the output of the engine 2 so that the target engine rotation speed Ne set by the target NE setting unit 83 is obtained.

  The engine rotation speed control here is performed at the time of clutch engagement operation with respect to the rotation speed Ni of the input shaft 31 of the manual transmission 3 determined by the transmission gear stage and the vehicle speed after the shift operation with the clutch mechanism 4 disconnected. The function of the synchronous control which reduces the difference of the rotational speed Ne of the crankshaft 2a of the engine 2 to such an extent that a shift shock can be suppressed is exhibited.

  The synchronization control here will be described in detail later, but the manual transmission 3 in which the transmission gear ratio of the manual transmission 3 changes according to the shift request operation input and is proportional to the rotational speed (vehicle speed) of the drive wheels 5L and 5R. When the rotational speed Ni of the input shaft 31 changes, the rotational speed Ne of the crankshaft 2a of the engine 2 approaches the input rotational speed Ni of the manual transmission 3 during the period from the shift request operation input to the clutch engagement operation. It is.

  That is, this synchronous control reduces the difference between the output rotational speed Ne of the engine 2 and the input rotational speed Ni of the manual transmission 3 during clutch engagement operation to such an extent that it can be absorbed by the rotational buffering action of the clutch mechanism 4. Thus, control for suppressing a shift shock of the vehicle 1 is performed.

  Reducing the rotational speed before and after the clutch mechanism 4 by such engine rotational speed control is similar to the conventional synchronous control that makes the rotational speed before and after the clutch as close to zero as possible, but in this embodiment, the speed change condition It differs from the conventional one in that the target engine rotational speed Ne is different from the synchronous rotational speed Ni set by the determination unit 82 by the difference speed | Ne−Ni |.

  The differential speed | Ne−Ni | referred to here depends on the driving state of the vehicle at the time of clutch engagement operation, for example, the shift gear stage of the manual transmission 3 (shift destination gear stage) based on the result of a sensory test or the like in advance. And is stored and stored in a differential speed setting map M1 built in the target NE setting unit 83.

  Further, the differential speed | Ne−Ni | set in the differential speed setting map M1 is within a range in which the shift shock in the vehicle 1 can be reduced when a relatively rough clutch operation is performed, and the clutch engagement operation is performed. Is set such that an appropriate shift shock, that is, a change in the vehicle G, for example, the vehicle deceleration G (deceleration) occurs in response to the speed of the vehicle.

  Specifically, if the synchronous rotational speed Ni at the time of clutch connection operation is the same and the shift gear stage of the shift destination is the same, the acceleration / deceleration in the vehicle traveling direction acting on the vehicle 1 at the time of clutch connection operation, For example, the vehicle deceleration G during downshift increases as the differential speed | Ne−Ni | during the clutch engagement operation increases.

  Further, depending on the magnitude relationship between the rotational speeds of the clutch mechanism 4 before and after the clutch connection operation, that is, the magnitude relation between the rotational speed Ni [rpm] of the input shaft 31 of the manual transmission 3 and the engine rotational speed Ne [rpm], The direction of fluctuation of the load torque acting on the engine 2 during the clutch engagement operation is different, and it can be determined whether the vehicle 1 is accelerated or decelerated.

  Therefore, a sensory test is performed in advance, in which a relatively rough clutch operation is experimentally performed while changing the differential speed | Ne−Ni |, and an appropriate differential speed | Ne−Ni | This is selected and stored in the differential speed setting map M1.

  The moderate differential speed | Ne-Ni | for each gear position is that the acceleration / deceleration in the vehicle traveling direction, which is felt according to the speed of the clutch engagement operation speed, is not felt as a large shift shock. The differential speed range is set so that it can be felt that the speed change shock intensity changes according to the operating speed, and the value varies depending on the gear speed.

  In the differential speed control unit 80, when the shift condition determination unit 82 determines the shift gear stage to be shifted based on the above-described differential speed | Ne−Ni | set in the differential speed setting map M1, The NE setting unit 83 sets the synchronous rotational speed Ni and the differential speed | Ne−Ni |, which are the input rotational speed of the manual transmission 3 corresponding to the transmission gear stage of the shift destination, and is lower than the synchronous rotational speed Ni. The target engine speed Ne is set.

  In this case, by setting the target engine rotational speed Ne to a rotational speed that is lower than the synchronous rotational speed Ni by a difference speed | Ne−Ni |, the load torque is always slightly reduced in the engine 2 during the clutch engagement operation. This is a setting that is advantageous for generating an appropriate vehicle front-rear G, for example, a vehicle deceleration G, and suppressing a shift shock according to the speed of the clutch connection operation.

  Further, the target NE setting unit 83 makes the difference speed | Ne−Ni | smaller when the transmission gear stage of the manual transmission 3 is the low speed stage than when the transmission gear stage of the manual transmission 3 is the medium / high speed stage. Set. That is, the differential speed | Ne−Ni | included in the differential speed setting map M1 is such that the transmission gear stage of the manual transmission 3 is medium to high speed when the transmission gear stage of the manual transmission 3 is a low speed stage, for example, the first speed. It is set to be smaller than the stage, for example, from the second speed to the sixth speed.

  The differential speed | Ne-Ni | at the time of clutch engagement included in the differential speed setting map M1 is set so that the shift shock of the vehicle 1 becomes smaller as the shift gear stage of the manual transmission 3 becomes higher. Also good. Alternatively, the differential speed | Ne−Ni | at the time of clutch connection operation is the difference between the differential speed | Ne−Ni | and the first differential speed when the transmission gear stage of the manual transmission 3 is at a low speed (for example, first speed). The differential speed | Ne−Ni | is set to be a second differential speed greater than the first differential speed ΔN1 when ΔN1 is set and the transmission gear stage of the manual transmission 3 is a medium speed stage (eg, 2nd speed, 3rd speed). ΔN2 and ΔN3 are set, and the differential speed | Ne−Ni | is set to a third differential speed ΔN4 smaller than the second differential speed ΔN3 when the transmission gear stage of the manual transmission 3 is a high speed stage, for example, the fourth speed. May be.

  More specifically, when the manual transmission 3 is a 6-speed manual transmission, the differential speed | Ne−Ni | at the time of clutch engagement included in the differential speed setting map M1 is 1 as shown in FIG. ΔN1 (for example, 160 [rpm]) at the second speed, ΔN2 (for example, 200 [rpm]) at the second speed, ΔN3 (for example, 220 [rpm]) at the third speed, ΔN4 (for example, 230 [rpm]) at the fourth speed, It is ΔN5 (for example, 150 [rpm]) at the fifth speed, and ΔN6 (for example, 160 [rpm]) at the sixth speed.

  In the present embodiment, the vehicle deceleration G corresponding to the clutch engagement operation is generated at the time of downshift which is a driving state of the vehicle in which a shift shock is likely to occur. That is, the ECU 81 of the differential speed control unit 80 refers to the differential speed setting map M1 when the manual transmission 3 is shifted in the downshift direction with the clutch mechanism 4 disconnected, and the differential speed | Ne−Ni | Is variably controlled in accordance with the driving state of the vehicle. It is also possible to control the rotational speed of the engine 2 using the differential speed | Ne−Ni | corresponding to the transmission gear stage of the speed change destination during the upshift.

  The ECU 81 of the differential speed control unit 80 can further stop the traveling of the vehicle 1 particularly when the gear position of the manual transmission 3 is the same and the vehicle speed of the vehicle 1 falls to a specific low vehicle speed range. When the vehicle enters the lowest vehicle speed range with high performance, the difference speed | Ne−Ni | is set to be larger toward the lower vehicle speed side in the specific low vehicle speed region according to the vehicle speed. Here, the specific low vehicle speed region means that the differential speed | Ne−Ni | becomes small even without synchronous control due to a decrease in the vehicle speed, and the shift shock for the same gear position of the shift destination becomes relatively small as compared to the high vehicle speed. This is an operating region where the effect of synchronous control is weakened. Further, the minimum vehicle speed range where the possibility of stopping traveling of the vehicle 1 is a vehicle speed region on the low vehicle speed side where the possibility of stopping traveling of the vehicle 1 is higher in a specific low vehicle speed region.

  In the present embodiment, the specific low vehicle speed region is set to a low vehicle speed region of a vehicle speed of 10 km / h or less that is close to the lowest vehicle speed region. Then, a shift request operation input for downshift in which the shift gear stage of the shift destination is specified under the disengagement state of the clutch mechanism 4, for example, a shift request operation input for downshift to the first speed is input, but the clutch connection operation is not performed. If the vehicle speed of the vehicle 1 enters a specific low vehicle speed region without being performed, the ECU 81 of the differential speed control unit 80 increases the differential speed | Ne−Ni | on the low vehicle speed side in the low vehicle speed region according to the vehicle speed. The control to be changed is executed. That is, the ECU 81 of the differential speed control unit 80, for example, has a differential speed value that is relatively larger than the differential speed | Ne-Ni | when the vehicle speed is 8 km / h than the differential speed | Ne-Ni | when the vehicle speed is 10 km / h. The differential speed | Ne-Ni | at the vehicle speed of 5 km / h is set to be relatively larger than the differential speed | Ne-Ni | at the vehicle speed of 8 km / h. Therefore, while the differential speed | Ne−Ni | corresponding to the gear stage of the speed change destination is set to ΔN1 corresponding to the first speed, for example, the vehicle speed of the vehicle 1 is in a specific low vehicle speed region under the disengagement state of the clutch mechanism 4. When the vehicle 1 falls within the range and the possibility of stopping the vehicle 1 increases, ΔN1 is corrected so as to increase on the low vehicle speed side in the specific low vehicle speed region as the vehicle speed decreases.

  Next, the operation will be described.

  In the present embodiment configured as described above, when a shift operation, particularly a shift operation in the downshift direction, is performed, the manual transmission 3 according to a shift request operation input from the driver when the clutch mechanism 4 is disconnected. When the transmission gear stage is switched, the rotation synchronization control for reducing the difference between the rotation speeds before and after the clutch mechanism 4 is executed.

  For example, when a shift operation in the downshift direction from the 3rd speed to the 2nd speed is performed, the shift operation and the rotation synchronization control according to the manual operation input are executed in the procedure shown in the timing chart of FIG.

  First, when the clutch pedal 13 is depressed at time t1, the clutch engagement state starts to be released when the stroke of the clutch pedal 13 reaches a predetermined value Sc, and the clutch is disengaged (not engaged) at time t2. In the clutch disengaged state, the crankshaft 2a of the engine 2 is disconnected from the input shaft 31 of the manual transmission 3, so that the engine rotational speed Ne begins to gradually decrease so as to approach the idling rotational speed.

  Next, under the clutch disengaged state in which the clutch pedal 13 is fully depressed, the shift operation lever 51 of the shift operation mechanism 35 starts a shift request operation, for example, an operation for requesting a downshift from the third speed to the second speed side. The requested operation is detected by the shift & select stroke sensor 79, for example. Alternatively, the rotation speed detected by the vehicle speed sensor 65 or the wheel speed sensor 66 and the transmission input rotation speed sensor 72 are detected for a certain period from the time when the clutch pedal 13 is fully depressed and the clutch mechanism 4 is completely disconnected. The gear ratio of the manual transmission 3 is monitored based on the rotational speed Ni of the input shaft 31 of the manual transmission 3. Then, by changing the transmission gear ratio by downshifting from the third speed to the second speed, the rotational speed Ni of the input shaft 31 of the manual transmission 3 that is proportional to the rotational speed (vehicle speed) of the drive wheels 5L and 5R increases. .

  At this time, the shift condition determining unit 82 of the ECU 81 determines the shift gear stage of the shift destination requested by the operation input from the shift operation lever 51 based on the detection information from the shift & select stroke sensor 79, or the vehicle speed sensor Based on the detected rotational speed of 65 or the wheel speed sensor 66 and the detected speed Ni of the transmission input rotational speed sensor 72, the shift gear stage of the shift destination which is the gear stage after the shift is determined. In addition, the target NE setting unit 83 sets the speed of the manual transmission 3 corresponding to the transmission gear stage when the clutch is engaged and the vehicle speed of the vehicle 1 according to the transmission gear stage (the transmission gear stage when the clutch is connected). The rotational speed Ni of the input shaft 31 is set as the target synchronous rotational speed. And according to this synchronous rotational speed Ni, the rotational speed Ne of the crankshaft 2a of the engine 2 at the time of clutch connection operation is controlled within the allowable range of the synchronous rotational speed that can suppress the shift shock.

  On the other hand, after a shift request operation is input by the shift operation lever 51, a clutch connection operation is performed by which the clutch pedal 13 is depressed in the clutch connection direction by the driver. This clutch connection operation is normally performed so that the clutch mechanism 4 is gradually engaged. Further, if the difference between the rotational speed Ne of the crankshaft 2a of the engine 2 and the synchronous rotational speed Ni is reduced within an allowable synchronous rotational speed range by the completion of the clutch connection operation, the engagement of the clutch mechanism 4 will be described. The shift shock at the time is effectively suppressed.

  Incidentally, when there is no rotation synchronous control, as indicated by a double-dashed line in FIG. 3, the engine rotation speed Ne decreases so as to approach the idle rotation speed. A large speed difference (corresponding to the sum of ΔNpa and the difference speed | Ne−Ni | in FIG. 3) close to the speed change accompanying the changeover occurs, and is indicated by a two-point difference line on the lower side in FIG. 3. A shift shock will occur in the vehicle 1 like a change in the vehicle G (no control).

  In the present embodiment, when the rotation synchronization control is performed when the clutch mechanism 4 is switched from the disconnected state to the connected state, the engine rotational speed Ne that is the rotational speed on the input side of the clutch mechanism 4 is set to the output side of the clutch mechanism 4. The synchronous rotational speed Ni is controlled to be lower than the synchronous rotational speed Ni so as to be different from the synchronous rotational speed Ni, which is the rotational speed of, by a preset differential speed | Ne−Ni |.

  Therefore, when the degree of rotation buffering or friction damping by the clutch mechanism 4 changes according to the speed of the clutch connection operation by the driver and the operation amount (operation stroke), the change and the front and rear of the clutch mechanism 4 at the time of clutch connection operation An appropriate vehicle deceleration G is generated in the vehicle traveling direction according to the magnitude relationship of the rotational speed of the vehicle. That is, while the gear shift shock of the vehicle 1 is effectively suppressed by the rotation synchronization control, an appropriate vehicle deceleration G that causes the gear shift shock to be predicted at the time of rough clutch engagement operation is generated, and the vehicle deceleration G is experienced by the driver. By doing so, it becomes possible to effectively prevent the clutch connection operation by the driver from being complicated.

  Therefore, when the responsiveness of the rotational speed control of the engine 2 by the ECU 81 is poor, or when some abnormality occurs in the control (for example, a sensor failure related to the rotational synchronization control), the clutch engagement operation is rough. Therefore, it is possible to effectively avoid the occurrence of a large shift shock that is not intended.

  In particular, in the present embodiment, the engine rotational speed Ne at the time of clutch engagement operation is a rotational speed that is lower than the rotational speed Ni on the output side of the clutch mechanism 4 by the difference speed | Ne−Ni |. A shift shock on the vehicle acceleration side is less likely to occur, and the deceleration of the vehicle corresponding to the speed of the clutch connection operation is effectively generated while effectively suppressing the shift shock.

  Further, in the present embodiment, the shift & select stroke sensor 79 as an operation state detection unit that detects the shift gear stage of the shift destination requested by the operation input to the shift operation lever 51, and the differential speed | Ne−Ni | And a differential speed control unit 80 that variably controls the vehicle according to the transmission gear stage of the shift destination, so that the vehicle front-rear G having a size reflecting the operation and the driving state of the vehicle 1 when the clutch is connected, for example, the vehicle Deceleration G occurs. Therefore, it is possible to more effectively suppress the clutch engagement operation by the driver from occurring effectively due to the generation of the effective vehicle deceleration G, and to cope with the transmission gear stage of the manual transmission 3 with respect to the driver. A preferred clutch engagement operation is encouraged.

  Further, in the present embodiment, the differential speed control unit 80 sets the differential speed | Ne−Ni | to the medium speed of the shift gear stage of the shift destination when the shift gear stage of the manual transmission 3 is the low speed stage. Since the speed is set smaller than that in the case of the stage, the shift shock of the vehicle 1 during the clutch engagement operation is more effectively suppressed, and the vehicle deceleration G corresponding to the operation and the low speed stage occurs. As a result, it is effectively suppressed that the clutch connection operation by the driver is complicated, and a preferable clutch connection operation corresponding to the low speed stage is promoted.

  When the differential speed control unit 80 sets the differential speed | Ne−Ni | so that the gear shift shock of the vehicle becomes smaller as the gear speed of the manual transmission 3 is the middle gear speed when the gear shift gear is the middle gear speed. The differential speed | Ne−Ni | does not need to be set finely according to the setting conditions of the transmission gear stage, and the differential speed | Ne−Ni | is set sufficiently small at a low speed stage where a shift shock is likely to occur. Will be.

  Specifically, in the present embodiment, when the transmission gear stage of the manual transmission 3 is the first speed of the low speed stage, the differential speed | Ne−Ni | is set to the first differential speed ΔN1, and the manual transmission 3 Is set to second differential speeds ΔN2, ΔN3, and ΔN4 that are larger than the first differential speed when the second gear, the second speed, the third speed, and the fourth speed are the medium speed. The Further, when the transmission gear stage of the manual transmission 3 is a high speed stage, for example, the fifth speed and the sixth speed, the differential speed | Ne−Ni | is set to the third differential speeds ΔN5 and ΔN6 which are smaller than the second differential speed. The Accordingly, the differential speed | Ne−Ni | can be finely set according to the setting conditions of the multi-speed gear stage, and the differential speed | Ne−Ni | is sufficiently small at the low speed stage where the shift shock is likely to occur. Will be set.

  In the present embodiment, since the difference speed | Ne−Ni | between the input and output rotational speeds of the clutch mechanism 4 is appropriately set at the time of downshift in which a shift shock is likely to occur, the shift shock is effectively suppressed. The vehicle deceleration G corresponding to the clutch connection operation and the driving state of the vehicle 1 during the downshift is generated. Therefore, a preferable clutch engagement operation corresponding to the downshift is prompted.

  In addition, since the target rotational speed can be set for each gear stage of the speed change destination, the speed change operation feeling and speed change characteristics of the manual transmission 3 can be easily adjusted to the required feeling and characteristics.

  Thus, in the present embodiment, based on the differential speed set in advance so that the driver can experience that the shift shock is still dependent on the clutch connection operation speed while suppressing the shift shock. Since the synchronous control is performed, an appropriate vehicle deceleration G that predicts a shift shock is generated, and the clutch engagement operation by the driver is effectively suppressed, and the control response of the engine speed Ne is controlled. Provided is a control device 10 for a vehicle with a manual transmission, which can effectively avoid the occurrence of a shift shock of the vehicle 1 when the engine is insufficient or when the engine rotational speed control is abnormal due to a sensor abnormality or the like. can do.

  Incidentally, as in the setting example of the comparative example shown in FIG. 5, the differential speed | Ne−Ni | at the time of clutch engagement operation can be fixed to the differential speed d1 that can correspond to the low speed stage for all the transmission gear stages. . However, in that case, the vehicle deceleration G at the time of clutch engagement operation is the largest at the lowest speed stage (here, the first speed) at which the reduction ratio is high, so that the shift shock can be suppressed at the lowest speed stage. It is necessary to set the differential speed | Ne−Ni | small. Therefore, the allowable range of the synchronous rotational speed (corresponding to ΔN in FIG. 5) becomes narrow as in the conventional case, and the clutch operation is caused on the middle / high speed stage side or controlled within the allowable range of the narrow synchronous rotational speed. It takes a long time.

  In this embodiment, such a problem is solved.

  In the present embodiment, when the gear speed of the manual transmission 3 is the same and the vehicle speed of the vehicle 1 decreases to a specific low vehicle speed range, the specific low vehicle speed range is determined according to the decrease in the vehicle speed. The difference speed | Ne−Ni | is set larger as the vehicle speed is lower.

  For example, the vehicle speed of the vehicle 1 is maintained without the clutch mechanism 4 being connected after the shift request operation input for downshifting to the first speed is input and ΔN1 corresponding to the first speed is set while the clutch mechanism 4 is disconnected. When the vehicle speed decreases to 10 km / h or less, it is assumed that the possibility of stopping the vehicle 1 is increased. As the vehicle speed decreases, ΔN1 corresponding to the first speed increases toward the lower vehicle speed side in a specific low vehicle speed region. It is corrected.

  Therefore, the fuel consumption until the vehicle 1 stops after entering the specific low vehicle speed range can be reduced, and an acceleration request can be made due to a traffic signal change or the like in the specific low vehicle speed range where the vehicle 1 is highly likely to stop. It is also possible to suppress a blow-up of the engine 2 when it occurs.

(Second Embodiment)
7 and 8 are views showing a manual transmission according to the second embodiment of the present invention.

  Although this embodiment has an overall configuration similar to that of the first embodiment described above, the configuration of the differential speed control unit is different from that of the first embodiment. Therefore, for the same or similar components as in the first embodiment, the reference numerals of the corresponding components in FIG. 1 are shown in FIG. 7, and the differences from the first embodiment will be described below.

  As shown in FIG. 7, the control device 10 for a vehicle with a manual transmission according to the present embodiment serves as a driving state detection unit that detects the driving state of the vehicle 1. An engine rotation speed sensor 71 that detects an output rotation speed from the crankshaft 2a, and a transmission input rotation speed sensor that detects a rotation speed Ni of the input shaft 31 of the manual transmission 3 that is the rotation speed on the output side of the clutch mechanism 4. 72 and a vehicle speed sensor 65 or a wheel speed sensor 66 that detects the rotational speed Nd of the output shaft 32 of the manual transmission 3 to detect the vehicle speed of the vehicle 1 corresponding thereto.

  When the ECU 81 detects that the clutch pedal 13 has been returned to the predetermined depression operation position Sc so as to bring the clutch mechanism 4 into a connected state based on the detection information of the clutch stroke sensor 75, the transmission input rotational speed Based on the transmission input rotational speed Ni and the transmission output rotational speed Nd which are detection information of the sensor 72 and the vehicle speed sensor 65, the transmission gear ratio Ni / Nd corresponding to the transmission gear stage in the manual transmission 3 is calculated. ing. When the vehicle speed sensor 65 is the wheel speed sensor 66, the ECU 81 sets the total transmission gear ratio (Ni / drive wheel rotational speed) including the final reduction ratio in the differential device 39 to a speed ratio corresponding to the transmission gear stage. Alternatively, the ratio between the transmission input rotational speed Ni and the vehicle speed [km / h] may be used as the speed ratio corresponding to the transmission gear stage.

  Specifically, the target NE setting unit 83 of the ECU 81 includes a synchronous rotational speed Ni that is the rotational speed of the input shaft 31 of the manual transmission 3 at the time of clutch connection operation, and a target engine rotational speed Ne at the time of clutch connection operation. Is set for each speed ratio Ni / vehicle speed [rpm / km / h] corresponding to the transmission gear ratio and stored in the differential speed setting map M1.

  FIG. 8 shows a setting example of the differential speed | Ne−Ni | for each speed ratio Ni / Nd in the differential speed setting map M1 when the manual transmission 3 is a 6-speed manual transmission. In this case, the differential speed | Ne−Ni | at the time of clutch engagement operation set in the differential speed setting map M1 is a speed ratio 200 corresponding to the first speed, ΔN1 (for example, 160 [rpm]), and a speed ratio corresponding to the second speed. 70 for ΔN2 (eg, 200 [rpm]), 3rd speed equivalent to 40, ΔN3 (eg, 220 [rpm]) 4th speed equivalent to 30, ΔN4 (eg, 230 [rpm]), 5th equivalent The speed ratio 25 is ΔN5 (for example, 150 [rpm]), and the speed ratio 20 corresponding to the sixth speed is ΔN6 (for example, 160 [rpm]).

  In other words, in the present embodiment, the vehicle speed of the vehicle 1 is detected by the vehicle speed sensor 65 serving as the driving state detection unit, and the differential speed control unit 80 determines the differential speed | Ne−Ni | Is variably controlled according to the speed ratio Ni / Nd corresponding to.

  Also in the present embodiment, by generating a moderate vehicle deceleration G that predicts a shift shock at the time of rough clutch engagement operation, it is possible to effectively suppress the clutch engagement operation by the driver from being complicated, and the engine rotational speed Ne. Control device for a vehicle with a manual transmission capable of effectively avoiding a shift shock of the vehicle 1 when the control response of the vehicle is insufficient or when the engine rotational speed control is abnormal due to a sensor abnormality or the like 10 can be provided.

  Further, in this embodiment, the vehicle deceleration G reflecting the operation and the vehicle speed occurs at the time of the clutch engagement operation, and it becomes effective by the generation of the effective vehicle deceleration G that the clutch engagement operation by the driver becomes complicated. Will be suppressed.

  In each of the above-described embodiments, the shift request operation input to the shift operation lever 51 has been described as switching operation of the shift gear through the mechanical operation linkage. However, a part of the mechanical operation linkage is used. A so-called by-wire configuration can also be used. That is, a signal that triggers upshifting or downshifting may be input, and the shift gear stage switching operation may be automatically performed by an actuator. Needless to say, the shift request operation input is not limited to the combination input of the shift operation and the select operation from the shift operation lever 51.

  In the present invention, it is necessary that the clutch connection operation is executed by an operation input from the driver, but it is needless to say that the operation is not limited to depressing or returning the clutch pedal.

  Further, when executing the synchronous control, the output rotational speed Ne of the engine 2 is controlled to be lower than the rotational speed Ni on the output side of the clutch mechanism 4, but the differential speed | Ne at the gear stage of the speed change destination. The difference speed | Ne−Ni | may be included only in the operating region (speed and vehicle speed) where −Ni | is sufficiently small, or the output rotational speed Ne of the engine 2 may be included only in the operating region. May be set to an equivalent rotational speed slightly higher than the rotational speed Ni on the output side of the clutch mechanism 4.

  As described above, according to the present invention, when performing the synchronous control for reducing the difference in rotational speed between the input side and the output side of the clutch mechanism during the manual shift operation, the clutch operation is suppressed while suppressing the occurrence of shift shock. The difference between the output side rotational speed of the clutch mechanism and the input side rotational speed of the clutch mechanism is controlled so as to be different by a preset differential speed so that the driver can experience the relationship between the speed and the shift shock. A control device for a vehicle with a manual transmission for controlling speed can be provided. The present invention as described above is useful for all control devices for a vehicle with a manual transmission that performs rotation synchronous control before and after the clutch mechanism in a vehicle with a manual transmission to which a clutch operation input is made by a driver.

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Engine (internal combustion engine), 3 ... Manual transmission (vehicle manual transmission), 4 ... Clutch mechanism, 5L, 5R ... Drive wheel, 10 ... Control device (Control device of vehicle with manual transmission) 11 ... accelerator pedal, 12 ... brake pedal, 13 ... clutch pedal, 31 ... input shaft, 32 ... output shaft, 34 ... transmission case, 35 ... shift operation mechanism, 36 ... transmission gear set 37 ... Synchronous meshing mechanism, 37s ... Sleeve, 39 ... Differential device, 51 ... Shifting operation lever, 53, 54, 55 ... Shift fork shaft, 56 ... Shift select shaft, 65 ... Vehicle speed sensor (driving state detection unit), 66 ... wheel speed sensor (operating state detector), 70 ... sensors, 71 ... engine speed sensor, 72 ... transmission input speed sensor, 73 ... accelerator opening sensor, 7 ... Brake switch, 75 ... Clutch stroke sensor (operating state detector), 76 ... Water temperature sensor, 77 ... Air flow meter, 78 ... Throttle opening sensor, 79 ... Shift & select stroke sensor (operating state detector), 80 ... Difference Speed control unit, 81 ... ECU (electronic control unit), 82 ... shift condition determination unit, 83 ... target NE setting unit, 91 ... electronic throttle valve, M1 ... differential speed setting map, Ni ... transmission input rotation speed (synchronous rotation) Speed), Ne ... engine speed, | Ne-Ni | ... speed difference (rotational speed difference before and after clutch during clutch engagement operation), ΔN1, ΔN2, ΔN3, ΔN4, ΔN5, ΔN6 ... differential speed

Claims (7)

A manual transmission that shifts the power output from the engine in accordance with a shift request operation input from the driver, and a shut-off that blocks a power transmission path from the engine to the manual transmission in response to a clutch operation input from the driver Equipped with a clutch mechanism that is switched between a state and a connection state that connects the power transmission path, and drive wheels that are driven by power output from the engine and shifted by the manual transmission,
Synchronous control is performed to reduce the difference in rotational speed between the input side and the output side of the clutch mechanism by controlling the output rotational speed of the engine when the clutch mechanism is in the disconnected state and the shift request operation is input. A control device for a vehicle with a manual transmission,
When executing the synchronization control, the rotational speed on the input side of the clutch mechanism is controlled to be different from the rotational speed on the output side of the clutch mechanism by a preset differential speed , and Controlling the output rotational speed of the engine to a rotational speed lower than the rotational speed on the output side of the clutch mechanism;
A driving state detection unit that detects the driving state of the vehicle; and a differential speed control unit that variably controls the differential speed according to the driving state of the vehicle;
The control device for a vehicle with a manual transmission, wherein the differential speed control unit variably controls the differential speed according to a gear stage of a shift destination of the manual transmission. The differential speed control unit sets the differential speed to be smaller than when the shift speed of the manual transmission is a low speed when the shift speed of the manual transmission is a low speed. The control device for a vehicle with a manual transmission according to claim 1 . The differential speed control unit is configured to set the differential speed such that when the gear position of the shift destination of the manual transmission is the medium high speed stage, the differential speed becomes smaller as the speed is higher. The control device for a vehicle with a manual transmission according to claim 2 . The driving state detection unit detects a vehicle speed of the vehicle,
The differential velocity control section of the manual transmission with vehicle according to any one of claims of claims 1 to 3, characterized in that variably controlled in accordance with the differential velocity on the vehicle speed of the vehicle Control device. The differential speed control unit variably controls the differential speed according to a driving state of the vehicle when the manual transmission is shifted in a downshift direction and the synchronous control is executed. The control device for a vehicle with a manual transmission according to any one of claims 1 to 4 , wherein the control device is a vehicle with a manual transmission. The clutch mechanism, manual transmission according to any one of claims of claims 1 to 5, characterized in that the clutch connected state is changed according to the operation stroke of the clutch operation input from said driver A control device for a vehicle with a machine.   A manual transmission that shifts the power output from the engine in accordance with a shift request operation input from the driver, and a shut-off that blocks a power transmission path from the engine to the manual transmission in response to a clutch operation input from the driver Equipped with a clutch mechanism that is switched between a state and a connection state that connects the power transmission path, and drive wheels that are driven by power output from the engine and shifted by the manual transmission,
  Synchronous control is performed to reduce the difference in rotational speed between the input side and the output side of the clutch mechanism by controlling the output rotational speed of the engine when the clutch mechanism is in the disconnected state and the shift request operation is input. A control device for a vehicle with a manual transmission,
  When executing the synchronization control, the rotational speed on the input side of the clutch mechanism is controlled to be different from the rotational speed on the output side of the clutch mechanism by a preset differential speed, and Controlling the output rotational speed of the engine to a rotational speed lower than the rotational speed on the output side of the clutch mechanism;
  A driving state detection unit that detects the driving state of the vehicle; and a differential speed control unit that variably controls the differential speed according to the driving state of the vehicle;
  The driving state detection unit detects a vehicle speed of the vehicle,
The differential speed control unit variably controls the differential speed according to a vehicle speed of the vehicle.
  A control device for a vehicle with a manual transmission.

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