JPS60172759A - Automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To restrain shock in speed change by reducing fuel supply to an engine before the start of drive for disengaging a clutch to reduce beforehand power produced by the engine. CONSTITUTION:An on-off electromagnetic valve 44 and a duty electromagnetic valve 46 provided respectively in a clutch disengaging drive hydraulic circuit 34 and an engaging drive hydraulic circuit 36 are connected to an engine controlling circuit 12 to controllably beforehand reduce fuel supply to the engine according to a predetermined property just before the start of drive for disengaging the clucth and reduce beforehand power produced by the engine. Thus, when the clutch is disengaged the drive torque of the engine is abruptly interrupted without swaying engine so that uncomfortable shock produced in a car body during speed change can be sufficiently restrained.

Description

[Detailed description of the invention] [Field of application of the invention] The present invention relates to an automatic transmission for a vehicle.

[Background Art] When changing the gear ratio by 9J while driving a manual transmission vehicle, the driver must operate the clutch while operating the accelerator.
Therefore, it may be difficult for some drivers to perform a gear shifting operation, and if the gear shifting operation is performed frequently, the driver may become fatigued, which is inconvenient for driving the vehicle.

[Object of the invention] The present invention has been made in view of the above-mentioned conventional problems, and
The purpose is to provide an automatic transmission for a vehicle that can facilitate gear shifting operations.

[Summary of the Invention] In order to achieve the above object, the present invention provides a clutch hydraulic drive device that includes a hydraulic circuit for disconnecting and driving a clutch and a hydraulic circuit for coupling drive, and a hydraulic control valve is provided in both hydraulic circuits. and a valve control circuit that controls the opening and closing of the hydraulic control valve in accordance with a clutch operation command, and an engine control circuit that controls the amount of fuel supplied to the engine to be reduced in advance according to predetermined characteristics when the clutch starts to be driven in the disconnection direction. It is characterized by

Embodiments of the Invention] An embodiment of the automatic transmission device for a vehicle according to the present invention will be described below with reference to the drawings.

FIG. 1 shows the overall configuration of an automatic transmission for a vehicle according to the present invention.

The amount of accelerator pedal depression is detected by the accelerator pedal depression amount detector lO shown in the figure, and the detected accelerator pedal depression amount 200 is supplied to the engine control circuit 12.

This engine control circuit 12 has a two-dimensional map stored in which the basic fuel injection amount QBASE corresponds to the accelerator pedal depression amount and the engine rotational speed. - Detection accelerator pedal depression part 200 detected by the detector 10, engine rotation speed detection signal 20 detected by the engine rotation speed detector 50
6 to search for basic fuel injection '1iQBASE, modify the basic fuel injection amount QB A S E by various state detection amounts to perform fuel injection; rl Q, and generate drive current 202 according to this. can.

The drive current 202 is supplied to a linear solenoid 14 for adjusting the fuel injection M of the fuel injection pump (a DC motor, etc. can also be used), and the injected fuel whose amount is adjusted by the linear solenoid 14 is injected into the fuel injection pump. The fuel is then distributed and supplied to each combustion chamber of the diesel engine via injectors.

With the above-mentioned configuration, the fuel injection amount of the diesel engine is adjusted according to the amount of depression of the accelerator pedal, and the engine control circuit 1
It is controlled by 2.

Further, the driving force of the diesel engine is transmitted to the transmission 24 via the engine side latch lining 8 of the friction type clutch 16, the transmission side clutch lining 20, and the output shaft 22.

This transmission-side clutch lining 20 is driven by a clutch release fork 26, and the clutch release fork 26 is rotationally driven by a clutch release cylinder 30 about a support 28 as a fulcrum.

Therefore, the transmission side clutch lining 20
is driven by the clutch release cylinder 30 via the clutch release fork 26 and is driven forward and backward with respect to the engine side clutch lining 18, so that the clutch 1
6 is driven in the connection or disconnection direction.

The latch release cylinder 30 is hydraulically driven by a drive device 32 using the following clutch oil.

This clutch hydraulic drive device 32 drives the clutch release cylinder 30 to release the clutch lining 1 on the engine side.
8, a disconnection drive hydraulic circuit 34 drives the clutch 16 in the disconnection direction by retracting the transmission side clutch lining 20, and a disconnection drive hydraulic circuit 34 drives the clutch release cylinder 30 in the opposite direction to move the clutch lining 20 toward the engine side towards the transmission. It has a coupling drive hydraulic circuit 36 that drives the clutch 16 in the coupling direction by advancing the side clutch lining 20.

The clutch hydraulic oil that drives the clutch 1/lead cylinder 30 is supplied from the reservoir tank 38 to the oil pump 40 on the shutoff drive hydraulic circuit 34 side, and the clutch hydraulic oil pressurized by the oil pump 40 is supplied to the accumulator 42. has been done. The clutch hydraulic oil in the accumulator 42 is supplied to an on/off solenoid valve 44 serving as a hydraulic control valve for controlling the hydraulic pressure.

The hydraulic circuit 36 for connecting drive is formed between the reservoir tank 38 side of the oil pump 40 and the clutch release cylinder 30 side of the on/off solenoid valve 44, and the hydraulic circuit 36 for connecting drive includes A duty solenoid valve 46 serves as a hydraulic control valve that controls the hydraulic pressure of clutch hydraulic oil.
is provided.

In order to obtain good control characteristics of the clutch operating oil pressure by the duty solenoid valve 46, an orifice 48 is provided on the upstream side of the duty solenoid valve 46.

With the above structure, the clutch hydraulic drive device 32 can drive the clutch 16 in the disconnecting direction by controlling the on/off solenoid valve 44 to open, and can drive the clutch 16 in the disconnecting direction by controlling the duty solenoid valve 46 to open. 16 can be driven in the connection direction.

The above-mentioned on/off valve 44. In this device, the duty electromagnetic valve 46 is controlled to open by the burr control circuit, but on the wood flow side, the engine control circuit 12 functions as this valve control circuit.

For this reason, the engine control circuit 12 is supplied with various detection signals necessary for its control.

In FIG. 1, an engine rotation speed detector 50 detects the rotation speed of the diesel engine, a torque detector 52 detects the output torque of the transmission 24, and a position detector 54 detects the drive amount of the clutch release fork 26.

Note that the amount of drive of the clutch release fork 26 corresponds to the amount of change in the clutch stroke.

The position detector 54 functions as a clutch stroke detector, and a position detection signal 204 from the position detector 54 is used in the engine control circuit 12 to control the drive of the clutch 16.

The engine control circuit 12 also detects an engine rotation speed detector 50 and a torque detector 52 while the clutch 16 is connected and driven.
Engine rotation speed detection signal 206, torque detection signal 20
8 monitors changes in the rotational speed and output torque of the diesel engine. When these changes occur, it is determined that the clutch 16 has reached the half-engaged position, and the clutch stroke at that time can be maintained. Furthermore, the clutch stroke can be updated every time the clutch 16 is connected and driven. That is, the engine control circuit 12 can learn the clutch stroke at the half-engaged position of the clutch 16 each time the clutch 16 is engaged.

Further, the engine control circuit 12 can hold the clutch stroke when the clutch 16 is completely engaged after the engagement drive is completed, and can update the stroke and learn the value every time the clutch 16 is engaged. Furthermore, when the clutch 16 is engaged and driven, it is possible to add a predetermined clutch stroke to the learned value and request the clutch 16 to be in the half-engaged position 1.

Then, the engine control circuit 12 selects one of the clutch strokes in the half-engaged position obtained in this manner, or performs a predetermined process using both of the clutch strokes in the half-engaged position of the clutch 16. The positive value of the stroke can be determined.

By performing the above processing, the engine control circuit 1
2 is an accurate latch in which the clutch 16 is half connected)・
It is possible to determine the loaf regardless of the clutch hydraulic oil, wear of the clutch 16, dimensional errors of each component, etc.

In addition, in FIG. 1, the output oil pressure of the accumulator 42 is detected by the oil pressure detector 56, and the vehicle speed is detected by the vehicle speed detector 58.
The gear shift positions of the transmission 24 are detected by shift position detectors 60, respectively.

1- The oil pressure detection signal 210 of the oil pressure detector 56 is used for drive control of the oil pump 40.

Further, the vehicle speed detection signal 212 of the vehicle speed detector 58 is used together with the detected accelerator pedal depression amount 200 of the accelerator pedal depression amount detector 10 to calculate the shift timing for automatic gear shifting. A clutch operation command and a gear ratio selection command for the transmission 24 can be automatically generated internally in accordance with the above.

Furthermore, the engine control circuit 12 can detect the completion of shifting of the transmission 24 based on the shift position detection signal 214 of the shift position detector 60.

In FIG. 1, the presence or absence of operation of the brake pedal is detected by a brake pedal operation detector 62,
The brake pedal operation detection signal 216 is used for engine braking. That is, when the brake pedal is operated and the number of revolutions of the diesel engine is equal to or higher than a predetermined number of revolutions, the engine control circuit 12 can maintain the clutch 16 in a connected state to enable the use of engine braking. In addition, when the brake pedal is being operated and the number of revolutions of the diesel engine is below a predetermined number of revolutions, the clutch 16 is immediately disconnected and the vehicle can be decelerated only by the hood brake 1/- key without using the engine brake. can.

In addition, this device can function as a full automatic transmission as well as a semi-automatic transmission, and for this reason, the mode switch (+ A command 218, a clutch operation command 220, and a gear ratio selection command 222 are all integrated into the engine control circuit 12.

FIG. 2 illustrates the configuration of the speed change operation section in the Kinomoto side device, and the speed change box 69 is arranged near the driver's seat. A shift lever 70 is rotatably supported upright on the transmission box 69.
A shift knob 72 is attached to the tip of 70.

As mentioned above, in this embodiment, gears can be changed in the same way as in the case of a full automatic transmission or a semi-automatic transmission, so 1st, 2nd, 3rd,
4th gear, neutral, pack, drive positions 1.2.3.4, N, R, and D are set.

The gear ratio selection command generation circuit 68 and the switch 64 are built into the gear ratio selection command generation circuit 69, and the gear ratio selection command generation circuit 68 detects the operation position of the shift lever 70, that is, the gear change position, and issues the gear ratio selection command. 222
It can be output to the engine control circuit 12 as a signal.

Further, the switch 64 is turned on only when the shift lever 70 is operated to position D, and the engine control circuit 12 is configured to give priority to the clutch operation command and gear ratio selection command generated within the engine control circuit 12 at this time.
can be given commands.

Furthermore, the clutch operation command generation circuit 66 is connected to the shift knob 7.
It is incorporated within 2.

The shift knob 72 is attached to the tip of the shift knob 72, which is pivotably shifted in the left-right direction in the figure, that is, in the operating direction of the shift lever 70, by means of a pin 74. A pair of spring terminal plates 76A and 76B are attached which are arranged in a vertical direction and extend downwardly. At the top of the shift lever 70, there is provided a spring terminal body 80 having a pair of U-shaped ☆11 shield plates 78A and 78B. Contacts are formed on the inside of the tips of the terminal plates 76A and 76B, respectively, and contacts that make contact with the contacts of the terminal plate 76 and contacts with the contacts of the terminal plate 76B are formed on the outside of the tips of the terminal plates 78A and 76B. Each is formed.

Therefore, when the shift lever 70 is not operated, the end E plates 76A and 78A (the terminal plates 76B and 78B) come into contact with each other to form a conductive state yt1 as shown in FIG.

Furthermore, when the shift lever 70 is operated in either direction, the terminal plates 76B and 78B are in a non-contact state as shown in FIG. Ru.

Below 1. Based on the commands, the engine control circuit 12 performs predetermined arithmetic processing to increase the drive current 224 .
226,228,230 can be supplied to the oil pump 40, on/off solenoid valve 44, shift actuator 82, 84, and duty solenoid valve 46, respectively.

The engine control circuit 12 can drive the oil pump 40 with the drive current 224 and maintain it at a predetermined pressure while monitoring the output oil pressure of the accumulator 42 using the oil pressure detection signal 210.

Further, when a clutch operation command is generated internally, or when a clutch operation command 220 is input from the clutch operation command generation circuit 66, the engine control 21 circuit 12 controls the opening of the on/off solenoid valve 44 using the drive current 226 to clutch the clutch. 16 can be immediately shut off. , Here, the engine control circuit 12 of this device is connected to the clutch 1.
The power generated by the engine can be controlled to be reduced in accordance with predetermined characteristics immediately before and during the shutdown in step 6.

In this embodiment, as described above, the accelerator pedal depression amount 200 and the engine rotation speed detection signal 206 are detected for a two-dimensional map in which the accelerator pedal depression amount, the engine rotation speed, and the basic fuel injection amount Q BASE are stored in correspondence.
Since the basic fuel injection amount QBASE is obtained through a search, the engine control circuit 12 detects a constant value of 0°75 and O upon generation of the internal clutch operation command or input of the clutch operation command 220 and determines the accelerator pedal depression amount. 200 is multiplied by 200 before and during the start of disengagement of the clutch 16, and by searching the two-dimensional map using the multiplied value, the power generated by the diesel engine is controlled to be reduced.

Note that immediately before the clutch 16 starts to disengage, the value is 0.
The engine rotation speed reduction control based on the detected accelerator pedal depression amount 200 multiplied by a constant 75 is continued for about 0.3 seconds from the generation or input of the clutch operation command, and as a result, the drive I. Shift shock caused by sudden interruption of torque is prevented.

Then, the control to reduce the engine generated power while the clutch 16 is being disengaged continues until the clutch 16 starts to be driven to engage.

Further, after the clutch 16 is disconnected, the engine control circuit 12 issues an internally generated gear ratio selection command or a gear ratio selection command 222.
The drive current 228 according to the actuator 82.8
4 to automatically shift the transmission 24.

Furthermore, the shift position detection signal 214 indicates the end of the automatic shift.
If this is confirmed, the engine control circuit 12 supplies the drive current 230 to the duty electromagnetic valve 46 to control its opening, thereby rapidly driving the clutch 16 in the engagement direction.

During this time, the clutch stroke is monitored by the position detection signal 204, and the engine control circuit 12 stops outputting the drive current 230 when the detected clutch stroke reaches the clutch stroke at the half-engaged position according to the learning process described above. The clutch 16 can be controlled to stop by closing the reduction solenoid valve 46. Since the clutch 16 is rapidly driven to the half-engaged position in this way, the vehicle is prevented from running idle during that time, and the learning clutch stroke is accurate. Ni゛1! Since this corresponds to the connected position, a smooth transition of the clutch 16 from the disconnected state to the semi-connected state is ensured.

Note that since learning has not yet been performed when the clutch 16 is first moved in the connecting direction, its initial value is stored in advance in the engine control circuit 12 and is used at that time.

The engine control circuit 12 also receives a gear ratio selection command 222.
The half-engaged stop position of the clutch 16 can be changed depending on the situation. For example, when the l speed or reverse position is selected by operating the shift lever 70, the clutch 16 can be controlled to stop at the half-engaged position that is the most disconnected example. When the clutch 16 is controlled to stop at the half-engaged position as in J-, the engine control circuit 12 supplies a drive current 230 with a predetermined duty ratio to the duty electromagnetic valve 46 to control the duty opening. 16 can be gradually driven from its semi-coupled position in the coupling direction.

Furthermore, when it is confirmed by the position detection signal 204 that the clutch 16 is in a completely engaged state, the engine control circuit 12 fully opens the duty solenoid valve 46 to fully open the clutch 16.
The fully engaged position of No. 6 can be stabilized, and the clutch stroke at the fully engaged position can be learned by sampling the clutch strokes and averaging them.

Here, the engine control circuit 12 of this embodiment can increase the rotation speed of the diesel engine in accordance with the clutch stroke given by the position detection signal 204 while the clutch 16 is being driven in the engagement direction.

In this embodiment, as described above, the target fuel injection amount Q of the diesel engine is determined by searching the two-dimensional map using the detected accelerator pedal depression amount 200 and the engine rotation speed detection signal 206, so the clutch stroke The detected accelerator pedal depression [200 is multiplied by a coefficient corresponding to IYi, and the search is performed using the multiplication (IYi).

For this reason, the engine control circuit 12 has a table in which clutch strokes and I-coefficients are stored in correspondence.

Further, in the table of the engine control circuit 12, a plurality of types of coefficients are stored in correspondence with the Claratis loaf, and the engine control circuit 12 determines the shift position of the transmission 24 while the clutch 16 is connected and driven. Select one of them.

In this way, the engine control circuit 12 has a plurality of Claratis I
・The low-cool accelerator opening coefficient characteristic is selected according to the shift position of the transmission 24 while the clutch 16 is being driven in the connecting direction.The accelerator opening is determined by the clutch stroke detected from the R clutch stroke-accelerator opening coefficient characteristic. It is possible to control the fuel injection amount by setting the coefficient.

With this control, the related automatic operation of the clutch 16 and the accelerator is performed even during the connection control of the clutch 16.

Note that the engine control circuit 12 receives a gear ratio selection command 222, an internally generated gear ratio selection command, or a detection signal 214.
The shift position of the transmission 24 is detected.

Further, in this embodiment, separate clutch stroke-accelerator opening coefficient characteristics are prepared for each shift position of the transmission 24, and these are determined based on operation data of a skilled driver. Therefore, the upper A degree of the engine speed is lowest at the 1st and reverse shift positions, and becomes higher at the 2nd, 3rd, and 4th shift positions.

FIG. 6 explains the configuration of the engine control circuit 12. The engine control circuit 12 of this embodiment is mainly composed of a microcomputer, and includes a CPU 86, an R
Equipped with OM88 and RAM90.

In FIG. 6, among the input signals of the engine control circuit 12, the analog 4ii is taken in via the MPX 92, the A/D converter 94, and the interface 96, and the digital amount is taken in by each buffer 98-1, 98-2.・・・・・・98
-N is taken in via.

The ROM 88 of the engine control circuit 12 stores the aforementioned two-dimensional map for engine control, learning initial values, a table in which clutch strokes and the coefficients are stored in correspondence, and other necessary data and programs. .

Further, the RAM 90 is backed up by an on-vehicle power supply and can hold data including the above-mentioned learned values.

Further, the drive current 228.230.226.224.
202 is a driver 10 provided on the output side of the CPU 86
0.10'2.104.106, actuator 82.84 via lO8, duty solenoid valve 46, on/off solenoid valve 44, oil pump 40, linear solenoid 14
is being supplied to.

Note that a timer 110 is provided in the engine control circuit 12, and the timer signal is supplied to the CPU 86, A/D converter 94, and interface 96.

The embodiment of the device according to the present invention consists of the following two configurations, and their functions will be explained below.

FIG. 7 shows a flowchart 1 for speed change command processing, and FIG. 8 shows a flowchart for engine control.

In steps 300 and 400 of FIGS. 7 and 8, the generation of an internal clutch operation command or the input of the clutch operation command 220 is monitored, respectively.

If it is determined at step 300 in FIG. It will be done. Then, in the next step 304, the shift timing is determined from the accelerator pedal depression and heavy speed taken in step 302.

On the other hand, if it is determined in step 400 of FIG. 8 that the above-mentioned command has not been generated or input, the process proceeds to step 402 and the normal engine control shown in the flowchart of FIG. 9 is performed. will be carried out.

In steps 404 and 406 of FIG. 9, the detection actuation, the accelerator pedal depression -1200, and the engine rotation speed detection signal 206 are respectively taken in.

Furthermore, in step 408, from the two-dimensional map using the accelerator pedal depression HJl and the engine speed,! , (main fuel injection M Q BASE is searched.

Then, in step 410, the injection fk Q aAsE
The actual fuel injection site Q is determined by making corrections based on various factors.

In the final step 412, the drive current 202 corresponding to the injection amount Q is supplied to the linear renoids 14.

As mentioned above, no clutch operation command is generated internally,
Further, when the clutch operation command 220 is not input, the engine control circuit 12 performs shift timing m calculation and normal injection control processing of the diesel engine in parallel.

Further, if a clutch operation command is generated internally through the processing in step 304 or if the shift knob 72 is operated, it is determined in step 300 that there is a command, and the process proceeds to step 306.

In this step 306, it is determined whether or not the shift lever /<-70 is in the D position.If it is determined in this step 306 that the shift lever -7o is in the D position, the step 304 is performed. Priority processing is performed in step 308 in which the internal clutch operation command and gear ratio selection command obtained through the processing are treated as valid as they are. If the D position is not set, the internal clutch operation command and gear ratio selection command are invalidated, and the input gear operation command 220. Priority processing is performed in step 310 in which the gear ratio selection command 222 is treated as valid.

When these processes 308 and 310 are completed, the shift flag is finally set in step 312.

On the other hand, if it is determined in step 400 of FIG. 8 that there is a command, the process proceeds to step 414, where engine control for shifting is started.

1O and 11 respectively show a clutch operation flowchart and a transmission operation flowchart that are started by setting the shift flag,
FIG. 12 is a flowchart of the engine control for speed change in step 414.

FIG. 13 shows a timing chart at this time.

In FIG. 13, time t immediately before automatic gear shifting is performed.
o, clutch stroke C3T is minimum (#iCMI
At N, it is 0% of the total, and the clutch 16 is in a connected state.

And the accelerator pedal depression amount θl at this time 10
is an arbitrary value θ0, and here it remains constant at the value θ0 even during subsequent gear changes.

At time t1 in FIG. 13, an internal clutch operation command is generated or a clutch operation command 220 is input.

As a result, the gear change flag is set in step 312, and when the engine power reduction control, which is performed for approximately 0.3 seconds immediately before the clutch 16 starts to be disengaged, is completed, in the first step 500 in FIG. From time t2, the on/off solenoid valve 44 is opened by the drive current 226, and the clutch 16 is immediately driven to disconnect.

In this embodiment, the clutch stroke C is controlled by controlling the opening and closing of the on-off solenoid valve 44.
3T is sufficient to disengage the clutch 16 and can immediately shift to engagement of the clutch 16 (maintained in ficMAX. Note that this holding control is based on the clutch stroke C5T).
This is carried out while being monitored by the position detection signal 2°4.

In the first step 600 of FIG. 11, it is determined whether the clutch I6 is disconnected depending on whether the Claratis 1 and the Loaf C5T have reached the value CMAX, and the clutch 16 is disconnected by the disconnection drive of the clutch 16. It is determined that the connection has been interrupted.

As a result of this determination, the inner r:++ generation gear ratio selection command or gear ratio selection 4J (command 222) is set in step 602.

In the next step 604, the drive current 228 according to the command set in step 6.2 is supplied to the seventh gear 82, 84, thereby changing the speed of the transmission 24.

Completion of this shift operation is monitored by shift position detection 4X-"% 2 i 4 in step 606,
Upon completion, the process shown in FIG. 11 ends.

Completion of the shift operation is also monitored in step 5.2 of FIG.
In the next step 504, a drive current 230 with a duty ratio of Ioo% is supplied to the duty solenoid valve 46, and the duty solenoid valve 46 is fully opened.

As a result, the clutch 16 is rapidly driven in the connecting direction,
This engagement direction drive continues until the clutch 16 becomes half engaged.

In step 506 in FIG. 10, it is monitored whether the clutch stroke C3T has reached the half-engaged clutch stroke cc corresponding to the position where the clutch 16 is half-engaged. If it is determined through this monitoring that the clutch 16 is in a half-clutch state, step 5
At 0B, the output of the drive current 230 is stopped, the duty electromagnetic valve 46 is closed, and the clutch 16 is controlled to stop in a half-engaged state.

Note that the clutch stroke CG corresponding to the stop position of the clutch 16 was obtained through the above-mentioned learning process, and was changed according to Kia's selection command. At this position, clutch 1G is controlled to stop.

Also, during this drive, the engine control circuit 12 sees changes in the engine rotational speed detection signal 411, 206, and torque detection signal 208, and detects the clutch stroke C3T at which the change occurs, and positions the half-engaged position. We are conducting 7 kidney tests.

As the clutch 16 is rapidly driven from the fully engaged state to the semi-engaged state as described above, the idle running of the vehicle during that time is 11
7j II-.

Furthermore, since the clutch 16 is controlled to stop in the half-engaged position, no shock occurs during so-called clutch engagement.

In this way, is the clutch 16 in the half-engaged position and on the stop side? l'
ll, the duty ratio of the drive current 230 is set in step 510, and the drive current 230 with this duty ratio is set to the duty ratio in step 512.
11! 'The magnetic valve 46 is supplied from time t4 in FIG.

As a result, the duty solenoid valve 46 is controlled to open, and the clutch 16 is gradually driven in the connecting direction.

Then, at time t4 in FIG. 13, the clutch stroke C3T reaches the value CMIN, and when it is confirmed that the clutch 16 is fully engaged in step 514 in FIG. , the duty solenoid valve 46 is closed.

This maintains the clutch 16 in a fully engaged state.

As described above, since the clutch 16 is gradually driven from the semi-engaged state to the fully engaged state, the clutch 16 is smoothly engaged and driven.

In this embodiment, when the vehicle is moving backwards and the amount of accelerator pedal depression is small, the clutch 16 is not driven until it is fully engaged, and is controlled to stop midway through to maintain it in a state where it slips. be done. This makes it easier to drive, such as parking in a garage or parallel parking.

In addition, in this embodiment, when the clutch 16 is completely engaged, the drive current 2 is set to a duty ratio of 100%.
Clutch stroke C3T when 30 is output
The value of is stabilized. and clutch stroke C3T
is sampled multiple times, and the average value of these sample values is determined to learn the average value 111.

A predetermined clutch stroke is added to this learned value to obtain the clutch stroke at the half-engaged position of the clutch 16.

Then, a positive value is determined from this clutch stroke and the learned value based on their history, and the clutch 16
The target value for temporary stop control has been obtained.

While the clutch 16 is being operated as described above, the diesel engine is controlled as follows.

In the first step 700 in FIG. 12, it is determined whether or not the clutch 16 is in the disengaged state, and if the duty opening control of the duty solenoid valve 46 has not been started, it is determined that the clutch 16 is in the disengaged state. If the determination is made and the duty opening control has been started, it is determined that the clutch 16 is engaged.

As described above, the process of step 700 is started when it is determined in step 400 that there is a command, so the process is started after the clutch operation command is generated internally or after the clutch operation command 220 has been issued for a long time. In this embodiment, it is determined that the clutch I6 is being disengaged until the clutch 16 starts to be driven in the engagement direction.

Further, after the clutch 16 starts to be driven in the engaging direction (after time t3), it is determined that the clutch 1B is being engaged.

If it is determined in step 700 that the clutch 16 is disengaged in this way, then in step 702, the actual accelerator pedal depression amount θI (θ1=00) detected by the accelerator pedal depression amount detector 10 is determined. is taken in.

Then, in the next step 704, the step 4
It is determined whether or not the cutoff start flag, which is set each time it is determined that there is a command at 00, is set, and since this flag is initially set, an affirmative determination is made here. , proceed to step 704.

In this step 704, it is confirmed that the timer with a timer time of 0.3 seconds has not already been started, and in the next step 706, this timer is started.

□Furthermore, if it is confirmed in the next step 708 that the above-mentioned evening timer has not timed up, step 7
10, the detected accelerator pedal depression j, j Q l is multiplied by a constant with a value of 0.75, and the engine rfJI
Jj step, l, j Q 2 is caught.

Then, in step 712, the basic fuel injection amount QBASE is searched from the two-dimensional map using the depression amount θ2 and the engine speed, and in step 714, the injection determined from the basic fuel injection amount QBASE is +1E.
Fuel injection based on Q is performed.

As a result, as can be understood from FIG.
! The reduction is controlled to f.

After that, during the period in which the timer does not time up, an affirmative determination is made in steps 704 and 708, and the depression amount θ2 is held constant, so the processing in steps -71O1712 and 714 The power generated by the engine is maintained as is.

Then, when the timer times out, the step 7
A positive determination is made in step 08, and the cutoff start flag is reset in step 716.

As a result, a negative determination is made in step 704, and the process proceeds to step 718.

In step 718, the detected accelerator pedal depression amount 01 is multiplied by a constant having a value of 0, and the engine control depression amount θ2 is reduced to zero.

Step 712 is performed using the depression amount θ2 whose value is O.
The injection amount Q BASE is determined in step 7.
Since engine control is performed at 14, the power generated by the engine is reduced to that at idle.

This can be understood from the characteristics shown in FIG. 13, and in this embodiment, when it is determined in step 400 that there is a command, the power generated by the engine is reduced in steps at 11ν, and after 0.3 seconds have elapsed. Furthermore, the engine speed is lowered to 11 in steps, and as a result, the engine speed is reduced to the idle speed.

The rotational speed is kept constant while the clutch 16 is disengaged.

Therefore, even if the driver continues to depress the accelerator or depresses the accelerator further, the diesel engine will not be revved up and the diesel engine will not overrun.

Next, a case where it is determined in step 700 that the clutch 16 is not disengaged but engaged will be described.

In this case, the accelerator pedal depression amount 01 is fetched in step 720, and the clutch stroke C3T is fetched in step 722.

Then, in step 724, the coefficient K is searched from the table using the clutch stroke C5T taken in step 722.

Furthermore, in step 726, the seventh person performs the above-mentioned step aθ.
This coefficient K is multiplied by l to determine the accelerator pedal depression amount θ2 for two-dimensional map search.

Therefore, as shown in FIG. 13, the depression amount θ2 is controlled to gradually increase from the value O toward the depression amount 01 in accordance with the clutch stroke C3T.

Based on this depression amount θ2, the basic fuel injection amount Q BASE is determined at step 706 in FIG.
Since engine control is performed in step 708 based on ASE, the rotation speed of the diesel engine is controlled to gradually increase in accordance with clutch stroke C3T.

As described above, while the clutch 16 is connected and driven, the engine rotational speed is controlled to increase according to the amount of the connected drive, and the clutch 16 is controlled to increase.
6 and the related operations of the accelerator are automatically performed.

As a result, even an inexperienced driver can perform appropriate gear shifting operations.

Here, the following 1. The coefficients used in the engine speed control are searched from the clutch stroke-coefficient characteristics selected from the table as follows.

FIG. 14 shows a procedure for selecting the characteristic described in 1- above, and this process is started when it is determined in step 700 of FIG. 12 that the clutch 16 is not disengaged, and at the latest By the time the search for the coefficients is performed in step 724, the process is terminated.

In FIG. 14, in the first step 800, it is determined whether the shift position of the transmission 24, which has been shifted up to that point, is the first gear position.

Further, in step 802, it is determined whether or not it is in the second gear position, and in step 804, it is determined in step 804 whether or not it is in the third gear position.
6, it is determined whether it is in the 4th gear position or not, and step 808
In each case, it is determined whether or not the vehicle is in the retreat position.

When it is determined in step 800 that the shift position is the first speed position, the process proceeds to step 810, where characteristics for the first speed are selected.

Further, when it is determined in step 802 that the shift position is at the 2nd speed position, the process proceeds to step 812, and when the characteristic for 2nd speed is selected and the shift position is determined to be at the 3rd speed position in step 804, the process proceeds to step 814. , the characteristics for 3rd gear are selected, and the shift position is set to 4 in step 806.
If it is determined that the vehicle is in the fast position, the process advances to step 816.

When the fourth speed characteristic is selected and it is determined in step 808 that the shift position is the reverse position, the process proceeds to step 818 and the reverse characteristic is selected.

In this way step 810.812.814.816
．． The characteristics selected in step 818 are selected in step 820.
is set, and the process shown in FIG. 14 ends.

As described above, in this embodiment, separate clutch stroke-accelerator opening coefficient characteristics are prepared for each shift position of the transmission 24, and one of them is selected by the shift position 16 of the transmission 24.

As mentioned above, these characteristics are determined based on one operation data of a skilled driver, so when the engine is controlled using the coefficient K searched in step 724, the engine rotation speed The degree of increase is lowest in 1st and reverse shift positions, and higher in 2nd, 3rd, and 4th gears, so even inexperienced drivers can operate the accelerator appropriately as well as experienced drivers. becomes possible.

As explained above-1-, according to this embodiment, the engine control circuit automatically performs the gear change operation, so that the driver's negative impact 111 can be reduced.

In addition, in devices that use centrifugal clutches, friction clutches, and one-way clutches, the friction clutch is driven by air pressure, and effective transmission of engine output is impossible until the rotational speed reaches which the centrifugal clutch is fully engaged. On the other hand, with this device, the clutch is hydraulically driven, so the responsiveness and accuracy of clutch control is extremely high.Furthermore, since a friction clutch can be used, effective engine output is maintained regardless of rotation speed or engine output. transmission is possible;
Large power transmission is also possible.

Since this device can use most of the members used in manual transmissions, it has a simple structure, is advantageous in terms of cost, and is easy to downsize.

Furthermore, unlike devices that combine a clutch and a fluid coupler, this device does not include a fluid coupler in the power transmission path that causes torque loss due to slippage, so it is possible to efficiently transmit engine output to the transmission. be.

Furthermore, since the clutch is rapidly driven in the engagement direction from the disengaged state to the semi-engaged state during gear shifting, the vehicle is prevented from running idly during this period, making effective use of engine output when starting and accelerating the vehicle. Therefore, quick start and acceleration are possible.

Since the clutch is gradually driven from the half-engaged position to the engaged position, it is possible to engage the clutch without causing a shock.

Furthermore, the engaged clutch stroke at the engaged position of the clutch is learned, and a predetermined clutch stroke is added to the learned value to obtain the half engaged clutch stroke at the half engaged position of the clutch. , clutch engagement control is performed using the half-engaged clutch stroke learned from changes in I.
Even if the half-connection position changes due to irregularities, etc., constant connection control is always possible.

Furthermore, according to this embodiment, the engine rotational speed is controlled to be reduced while the clutch is disengaged, regardless of the amount of depression of the accelerator pedal, so that the engine is prevented from racing during this period and the engine is prevented from overrunning. There isn't.

Furthermore, according to this embodiment, the transmission shift I
・A plurality of clutch stroke-accelerator opening coefficient characteristics are prepared based on the operation data of an experienced driver for each position, and one of them is selected depending on the shift position of the transmission. Since engine control is performed using the coefficient K searched from the characteristics, even an unskilled driver can perform appropriate accelerator operations while the clutch is engaged, just like a skilled driver. .

In particular, according to this embodiment, the amount of fuel supplied to the engine is reduced in a stepwise manner immediately before the start of driving in the clutch disengagement direction, and the power generated by the engine is previously reduced. The engine is prevented from rocking due to torque fluctuations caused by the abrupt cutoff of the engine 2 drive torque, and therefore the vehicle body is prevented from vibrating due to this rocking, and unpleasant shocks are sufficiently suppressed.

Note that this vibration prevention effect is particularly effective when the vehicle is being accelerated.

Further, in this embodiment, the amount of fuel supplied to the engine is reduced in steps, but it is also preferable to reduce the amount in steps, linearly, or linearly.

[Effects of 91 Light] 1: As explained above, according to the present invention, the fuel supply to the engine is lowered to a low value immediately before the start of driving the clutch in the disengagement direction, so that the power generated by the engine is reduced in advance. When the clutch is disengaged, the driving torque of the engine is suddenly cut off and the engine does not shake, which makes it possible to sufficiently suppress unpleasant shocks that occur in the vehicle body when changing gears due to engine drive.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram of the device according to the present invention, and FIG.
FIG. 3 is an explanatory diagram of the configuration of the speed change operation section of the embodiment; FIG. 3 is an explanatory diagram of the circuit configuration of the clutch operation command generation circuit in FIG. 2;
4 and 5 are explanatory diagrams of the operation of the clutch operation command generation circuit in FIG. 3, FIG. 6 is an explanatory diagram of the configuration of the engine control circuit in 11Δ, 7M is a flowchart diagram for processing the shift command, and FIG. 8 is engine control flowchart 1
・Figure 9 is a flowchart 1 for engine control during non-shifting, Figure 10 is a flowchart for clutch operation, Figure 11 is a flowchart for transmission operation, and Figure 12 is a flowchart for engine control for gearshifting. FIG. 13 is a timing chart, and FIG. 14 is a flowchart for selecting characteristics of the clutch stroke coefficient. lO・ψ・Accelerator pedal depression amount detector, 12...Engine 11 Sword control circuit 141・Linear thread, 16Φφ・Clutch, 24・1 Transmission, 32・・Fist clutch hydraulic drive device, 34φ・・For cutoff drive Hydraulic circuit, 36... Hydraulic circuit for connection drive, 44... On/off solenoid valve, 46#... Duty solenoid valve, 50... Engine rotation speed detector, 54... Position detector, 60...・Shift position detector, 66...Φ clutch operation command generation circuit. Fig. 1 Fig. 2 Fig. 3 Fig. 4 Fig. 5 Fig. 6 No. (・N.? 02 included' No□9 Mufnota J8 7゛., jiI specialized 304 310 1 ~ 1'- 00 No. 8 Figure 9 Figure 10 Figure 11

Claims (1)

[Claims] (1) A clutch hydraulic drive device which has a hydraulic circuit for disconnecting and driving the clutch and a hydraulic circuit for connecting and driving, and a hydraulic control valve is provided in at least the hydraulic circuit for disconnecting and driving, and a hydraulic control valve that operates according to a clutch operation command. An automatic transmission for a vehicle, comprising: a brake control circuit that performs opening/closing control; and an engine control circuit that controls the reduction of fuel supply II to the engine in advance according to a predetermined characteristic when the clutch starts to be driven in the disengagement direction. Device.