JP4360221B2 - Control device for vehicle power transmission device - Google Patents

Description

  The present invention includes an automatic clutch between an engine and a transmission, and the vehicle is configured so that the clutch is automatically connected / disconnected at the time of shifting to change the gear position of the transmission according to the running state of the vehicle. The present invention relates to a power transmission device control device.

In order to facilitate vehicle driving or reduce driver fatigue, various types of vehicle power transmission devices for easy driving have been developed and used in commercial vehicles. Among them, a parallel-shaft gear mechanism type transmission similar to a so-called manual vehicle is used, and this is combined with an automatic clutch, and the clutch is automatically connected and disconnected at the time of a shift in which the driver switches the shift stage with the shift lever. Thus, there is an easy drive device in which the clutch petal is omitted. There is also a power transmission device that uses an electronic control device to automatically switch the gear position according to the traveling state of the vehicle, instead of the driver operating the shift lever. Furthermore, as a high-grade transmission, there are provided a manual transmission mode in which the driver switches gears and an automatic transmission mode in which the electronic control unit automatically shifts, and these modes can be selected by the driver. A transmission device also exists.

Recently, in a vehicle equipped with a diesel engine, a power transmission device has been developed in which a fluid coupling is interposed between the engine and an automatic clutch. When a fluid coupling is interposed, particularly in a diesel engine having a large torque in a region where the engine speed is small, it is possible to start using the slip between the pump of the fluid coupling and the turbine when starting the vehicle. That is, a delicate clutch operation is not required when starting a manual vehicle, and a smooth start can be easily performed. At the same time, engine torque fluctuations during idling and the like are absorbed, and vibration and noise are reduced.

In the power transmission device having the automatic clutch as described above, the engine is generally provided with an electronic engine control device. The engine control device stores, for example, a map that determines the fuel supply amount based on the amount of depression of the accelerator pedal operated by the driver and the engine speed, and the amount of depression of the accelerator pedal is basically determined during normal driving. The fuel supply amount to the engine is controlled as a parameter (engine control for controlling the fuel supply amount using the accelerator pedal depression amount as a basic parameter is hereinafter referred to as “accelerator pedal follow-up control”). The engine control device is also connected to a clutch control device that controls the clutch, and the two are controlled in cooperation so that the operating state of the engine is adjusted in accordance with the clutch connection state at the time of shifting or the like.

With reference to FIG. 1 and FIG. 2, control of a clutch, an engine, etc. at the time of shifting of a vehicle provided with such a power transmission device will be described. In the power transmission apparatus schematically shown in FIG. 1, a fluid coupling 2 is fastened to the rear of a diesel engine 1, and a transmission 4 having a parallel shaft gear mechanism is connected via a wet multi-plate clutch 3. The output shaft 41 of the transmission 4 drives a vehicle wheel (not shown). The pump 21 of the fluid coupling 2 (integrated with the output shaft of the diesel engine 1) and the turbine 22 (integrated with the input shaft 31 of the wet multi-plate clutch 3) are connected by a lock-up clutch 23 except when the vehicle is started. The output shaft of the diesel engine 1 is directly connected to the input shaft 31 of the wet multi-plate clutch 3. The transmission 4 is a normal parallel shaft gear mechanism type transmission in which a transmission sleeve is meshed with a gear spline formed integrally with a gear, and includes a known synchronization mechanism including a synchronizer ring.

The diesel engine 1 includes an engine control device 11, and the wet multi-plate clutch 3 includes a clutch control device 31. These control devices execute control of the diesel engine 1 and the wet multi-plate clutch 3 in cooperation with each other. . These control devices include a rotational speed sensor 51 for detecting the rotational speed of the input shaft 32 of the wet multi-plate clutch 3 (the rotational speed of the turbine 22 of the fluid coupling 2), and the rotational speed of the output shaft 33 of the wet multi-plate clutch 3. Respective rotation speed signals detected by the rotation speed sensor 52 for detecting (the input shaft rotation speed of the transmission 4) and the rotation speed sensor 53 for detecting the rotation speed of the output shaft 41 of the transmission 4 are transmitted, and at the time of shifting. Used to control etc.

FIG. 2 shows the operation of the power transmission device when shifting up from the second speed to the third speed. At the time of shifting, according to the shift command signal A, the clutch control device 31 first disconnects the wet multi-plate clutch 3 and disconnects the diesel engine 1 and the transmission 4. Then, the gears of the transmission 4 to which power has been transmitted until now are disengaged to make the transmission 4 neutral, and then shift to meshing at a new gear. During this time, the synchronizing mechanism synchronizes the rotational speed of the output shaft of the transmission 4 and the rotational speed of the gear at the new gear, and at the time of synchronization, the gear shifts to the new gear (hereinafter referred to as “gear-in”). ), The shift in the transmission 4 is completed. Note that the shift command signal A is output when the driver's intention to shift is detected by a detection device installed on the knob of the shift lever 61 operated by the driver during manual driving. Further, when the transmission 4 is a transmission that can be automatically shifted by an actuator or the like, the vehicle control device determines whether or not shifting is necessary according to the vehicle speed and the amount of depression of the accelerator pedal 62, and shifting is necessary. When this happens, the shift command signal A is automatically generated.

  After the gear-in is completed, the clutch control device 31 connects the wet multi-plate clutch 3 so that the output of the diesel engine 1 is transmitted to the transmission 4 again. In order to avoid this, for example, as described in JP-A-2002-295529, the clutch control device 31 gradually increases the amount of connection of the wet multi-plate clutch 3. The wet multi-plate clutch 3 gradually matches the engine speed with the input shaft speed of the transmission 4 while sliding in a so-called half-clutch state, and when the clutch is completely connected, the slip amount becomes zero, and the diesel engine 1 Is directly connected to the input shaft of the transmission 4. At this point, the shifting of the transmission 4 and the wet multi-plate clutch 3 is completed.

Here, the behavior of the engine at the time of shifting and its control will be described. When the diesel engine 1 and the transmission 4 are disconnected by the clutch control device 31, the vehicle traveling load that has been acting on the diesel engine 1 until then is eliminated instantaneously, so that the engine speed usually increases rapidly. In order to prevent this rapid increase in the rotational speed and to reduce the difference between the rotational speed of the input shaft 32 and the rotational speed of the output shaft 33 of the wet multi-plate clutch 3, the control mode of the engine control device 11 is controlled by the accelerator pedal 62 at the time of shifting. The engine control is switched to the shift engine control that does not depend on the depression amount, and the amount of fuel supplied to the diesel engine 1 is greatly limited, for example, the amount of fuel when the engine is idle (Ped.Q → Id Transition to Q).

That is, in response to the shift command signal A, the engine control device 11 interrupts the accelerator pedal tracking control, and shifts to the engine control mode during shift. The engine control at the time of shifting is continued until the connection of the wet multi-plate clutch 3 is completed after the shifting command signal A is input. When the clutch is completely engaged, the engine control at the time of shifting is terminated, and the engine control returns to the normal accelerator pedal tracking control (the transition from Id.Q to Ped.Q by the one-dot chain line in the “engine” portion of FIG. ). At the start and end of the control mode for engine control during shifting, the fuel amount is changed in stages to avoid adverse effects on the fuel supply device, etc. accompanying the sudden change in the fuel supply amount. In many cases, so-called damping is performed for a short time.

It should be noted that at the time of downshift, the engine speed after the shift is higher than the speed before the shift. Even in such a case, in order to fasten the clutch that has been disengaged as soon as possible, the engine control during shift detection detects the clutch input shaft speed and the output shaft speed, respectively, and controls the engine to reduce the difference between them. It is also possible to make the engine speed coincide with the speed of the input shaft of the transmission at an early stage. For example, in Japanese Patent No. 2505573, the engine speed is set so that the difference between the input side rotational speed and the output side rotational speed of a clutch (in the embodiment of this patent publication) is detected and the difference is reduced. A technique is disclosed in which the clutch is engaged when the control is less than a predetermined value.
JP 2002-295529 A Japanese Patent No. 2505573

  At the time of shifting such as upshifting, the output of the engine is temporarily interrupted by the disengagement of the clutch, and the vehicle is decelerated. Therefore, such a series of control of the power transmission device at the time of shifting gives the driver a so-called feeling of stickiness or a shift shock, thereby impairing drivability. In order to eliminate the feeling of stickiness and return the engine output to the accelerator pedal operated by the driver as soon as possible, the control mode of the engine control at the time of shifting is terminated even before the clutch is completely engaged, It may be possible to quickly return to normal accelerator pedal tracking control.

However, before the clutch is fully connected, the clutch transmission torque may not be sufficient. In particular, the clutch transmission torque is small until the clutch reaches the half-clutch engagement amount. When the engine control at the time of shifting is terminated and the control is switched to the accelerator pedal following control, the torque generated by the engine increases. However, in the state before the half-clutch, the vehicle running load corresponding to the engine due to the slipping of the clutch. Does not work. As a result, a phenomenon called so-called flare (engine surging) occurs in which the engine speed rapidly increases. When such a phenomenon occurs, engine noise and the like increase, and at the same time, the rotational speed difference between the input and output shafts of the clutch increases, resulting in an increase in the time required for complete clutch engagement. .

In view of the above problems, the present invention provides a vehicular power transmission device having a clutch that automatically engages and disengages after an engine shift without any rapid increase in engine speed and at an appropriate timing. The purpose is to switch the accelerator pedal tracking control to normal. That is, the present invention
“In a control device for a vehicle power transmission device having an engine (1), a clutch (3) and a transmission (4),
The engine (1) includes an engine control device (11) that performs engine control using a depression amount of an accelerator pedal (62) as a basic parameter, and the engine control device (11) Shift-time engine control is performed to reduce the fuel supply amount so as to reduce the difference between the input shaft rotation speed and the output shaft rotation speed of the clutch (3) independently of the depression amount of the accelerator pedal (62);
The clutch (3) includes a clutch control device (31). The clutch control device (31) disengages the clutch (3) at the time of shifting, and after shifting of the transmission is completed, Control to increase the amount of engagement of the clutch (3),
In the engine control device (11), the difference between the input shaft rotational speed and the output shaft rotational speed of the clutch (3) becomes a predetermined rotational speed difference after the shift of the transmission (4) is completed . At the time, the engine control at the time of shifting is ended, and then the end damping is performed so that the fuel supply amount is increased stepwise to return to the engine control using the depression amount of the accelerator pedal (62) as a basic parameter. In addition,
The clutch control device (31) detects the amount of connection of the clutch (3) at the time when the engine control at the time of shifting is ended, and if the amount of connection is less than a predetermined amount of connection, the end damping is performed. The rate of increase of the connection amount of the clutch (3) is increased during the period, and the connection amount of the clutch (3) is controlled to be equal to or greater than a predetermined connection amount after the period of performing the end damping ”
This is a control device for a vehicle power transmission device. Here, the control that is performed “independent of the amount of depression of the accelerator pedal” in the engine control at the time of the shift is related to the amount of depression of the accelerator pedal, but a dummy signal that is considerably smaller than this, for example, 1/5 thereof. The control which gives to an engine control apparatus as the depression amount of an accelerator pedal shall be included.

In order to suppress a sudden increase in the engine speed at the time of shifting in a shift up or the like, as described in claim 2, in the control mode of engine control at the time of shifting, the fuel supply amount to the engine is equal to the supply amount at the time of engine idling. By doing so, it is preferable to control the engine so as to reduce the difference between the input shaft rotational speed and the output shaft rotational speed of the clutch.

By the way, the clutch control device described in Patent Document 1 includes means for learning a connection amount at which the clutch reaches a constant torque transmission capacity, which is a reference for a half-clutch state. In the vehicle power transmission device having such a clutch control device, the predetermined connection amount for determining whether or not to increase the increasing rate of the clutch connection amount is determined from the learned connection amount as described in claim 3. It is also preferable to set the connection amount on the contact side by a small amount.

According to a fourth aspect of the present invention, the clutch can be configured such that the amount of connection is controlled by the duty ratio of the pulse output from the clutch control device. Such a control method is also disclosed in Patent Document 1.

When the clutch control device is a control device controlled by the duty ratio, the duty ratio of the output pulse performs the end damping when the rate of increase of the clutch engagement amount is increased as shown in claim 5. It can be controlled to perform correction so that the duty ratio corresponds to the predetermined connection amount within the period .

In the present invention, at the time of shifting, engine control at the time of shifting that controls the engine independently of the amount of depression of the accelerator pedal in response to the disengagement of the clutch is performed at the time before the clutch is fully connected after the shifting of the transmission is completed. And the engine is returned to the accelerator pedal tracking control. Therefore, compared with the conventional control device that waits for the clutch to be fully connected and returns to the accelerator pedal tracking control, the period during which the engine is low is shortened. Thus, the vehicle speed can be increased according to the driver's operation.

In the present invention, when the shift engine control is terminated, that is, when the clutch connection amount at the time of returning to the accelerator pedal tracking control is detected, and the clutch connection amount is equal to or less than the predetermined connection amount, The clutch control device controls to increase the increasing rate of the clutch engagement amount for a predetermined period. That is, when the engine control at the time of shifting is terminated, if the clutch engagement amount does not reach, for example, a predetermined half-clutch state and the transmission torque is not sufficient, the clutch control device rapidly increases the clutch engagement amount. Give the clutch a command. As a result, when the engine returns to the accelerator pedal tracking control and the engine output actually increases to an output corresponding to the depression amount of the accelerator pedal, the clutch engagement amount becomes a connection amount commensurate with the increased engine torque. Thus, it is possible to prevent the occurrence of flare in which the engine speed increases rapidly due to clutch slippage.

The present invention can be carried out in the modes as described in claims 2 to 5 . The effect of implementing each aspect will be apparent from the foregoing with respect to the claims.

  Hereinafter, a control device for a vehicle power transmission device embodying the present invention will be described with reference to the drawings. An apparatus constituting the vehicle power transmission device to which the present invention is applied is the same as the conventional device shown in FIG. It is not exceptionally different. That is, in the vehicle power transmission device, the fluid coupling 2 is fastened to the rear of the diesel engine 1, and the transmission 4 having a parallel shaft gear mechanism is connected via a multi-plate wet clutch 3 that is a clutch that automatically connects and disconnects. Are connected. The pump 21 and the turbine 22 of the fluid coupling 2 are fastened by the lockup clutch 23 except when the vehicle is started, and the output shaft of the diesel engine 1 is directly connected to the input shaft of the wet multi-plate clutch 3.

The diesel engine 1 includes an engine control device 11 and the wet multi-plate clutch 3 includes a clutch control device 31. These control devices control the diesel engine 1 and the wet multi-plate clutch 3 in cooperation with each other. The engine control device 11 executes accelerator pedal tracking control at the normal time, and switches to the control mode of the engine control at the time of shifting at the time of shifting. These control devices include a rotational speed sensor 51 of the input shaft 32 of the wet multi-plate clutch 3, an output shaft rotational speed sensor 52 of the wet multi-plate clutch 3, and an output shaft rotational speed sensor 53 of the transmission 4. , And is used for control at the time of shifting.

  Next, the operation of the control device for the vehicle power transmission device embodying the present invention during shifting will be described. Also in the control device of the present invention, the operation of the transmission 4 and the wet multi-plate clutch 3 and the control method thereof are basically described with reference to FIG. 2 until the shift of the transmission 4 is completed. This is no different from the conventional control device. Here, the operation after the gear-in is finished will be described with reference to FIGS. 2 and 3. In FIG. 2, the operation of the control device of the present invention is shown in comparison with the conventional one.

  After the gear-in of the transmission 4 is completed, the connection of the wet multi-plate clutch 3 is started as in the conventional control device. The wet multi-plate clutch 3 is a general wet multi-plate clutch, and includes a large number of friction plates that are spline-fitted to the input shaft 32 and a large number of friction that is spline-fitted to the output shaft 33. The plates are arranged alternately. The amount of connection of the wet multi-plate clutch 3 is, for example, as shown in Patent Document 1, according to the duty ratio D of the pulse output from the clutch control device 31 as to the hydraulic pressure acting on the pistons that press the friction plates. It is controlled by adjusting. Here, when the duty ratio is 0%, the wet multi-plate clutch 3 is completely connected, and when the duty ratio is 100%, the connection amount is zero and is disconnected.

  When the gear-in is completed, as shown in FIG. 3, the clutch control device 31 that has output the duty ratio of 100% until then gradually reduces the duty ratio. Actually, the wet multi-plate clutch 3 has an invalid area where the amount of connection hardly increases even when the hydraulic pressure is increased from the disconnected state, and the duty ratio is very short so that the invalid area can be passed quickly. After that, the clutch control device 31 outputs a duty ratio so that the wet multi-plate clutch 3 has an appropriate connection amount.

The clutch control device 31 is 64 msec. The duty ratio corresponding to the amount of connection is output to the wet multi-plate clutch 3 every time, and the duty ratio D for each time is the difference in rotational speed between the input and output shafts of the wet multi-plate clutch 3 and the accelerator. Basically, it is determined by the following equation, depending on how the pedal is depressed.
D (%) = previous D− (offset D + accelerator D + accelerator speed D) <Expression 1>
Here, “offset D” is a duty ratio (pull amount) determined by the rotational speed difference between the input and output shafts of the wet multi-plate clutch 3, and “accelerator D” is “accelerator speed depending on the depression position of the accelerator pedal”. “D” is a duty ratio (pull amount) determined by the depression speed of the accelerator pedal. These also change depending on the gear position of the transmission 4, and are determined based on the map of FIG. The duty ratio output by the clutch control device 31 is obtained by subtracting these three duties from the previous duty ratio (hereinafter referred to as “basic pull amount D”).

  In this way, the clutch control device 31 is 64 msec. A duty ratio obtained by subtracting the basic pull amount D is output every time, and the wet multi-plate clutch 3 has a connection amount corresponding thereto. Normally, when the engine control at the time of shifting is terminated, the duty ratio output by the clutch control device 31 is equal to or less than a predetermined connection amount D described later, and the connection amount of the wet multi-plate clutch 3 is equal to or greater than a predetermined connection amount corresponding thereto. (Solid circles in FIG. 3).

  As described above, the engine control device 11 executes the engine control at the time of shifting when the gear-in of the transmission 4 is completed and the wet multi-plate clutch 3 starts to be connected, and the amount of fuel supplied to the diesel engine 1 Is the amount of fuel when the engine is idle. For this reason, the rotational speed of the diesel engine 1, that is, the input shaft rotational speed of the wet multi-plate clutch 3 decreases, and the difference from the rotational speed of the input shaft of the transmission 4, that is, the output shaft rotational speed of the wet multi-plate clutch 3. Gradually becomes smaller. Further, the difference decreases as the amount of connection of the wet multi-plate clutch 3 increases. And when the difference of both rotation speed turns into predetermined rotation speed difference, as shown in FIG. 2, the engine control apparatus 11 complete | finishes the engine control at the time of gear shifting. That is, at a time before the output duty ratio of the clutch control device 31 becomes zero and the wet multi-plate clutch is completely engaged, the engine control device 11 ends the engine control mode during shifting.

The engine control device 11 returns to the accelerator pedal follow-up control after finishing the engine control mode at the time of shifting. In this embodiment, in order to avoid an adverse effect due to a sudden change in the fuel supply amount, 200 msec. After performing so-called end damping that gradually increases the fuel supply amount for a short period of time, the control shifts to accelerator pedal tracking control (Id.Q → Ped.Q by the solid line in the “engine” portion of FIG. 2). To). When such an adverse effect is small, it is possible to immediately shift to the accelerator pedal tracking control without executing the end damping. In this embodiment, the engine control at the time of shifting is terminated when the difference in rotational speed between the input and output shafts of the wet multi-plate clutch 3 reaches a predetermined value. For example, when a certain time elapses after gear-in It can also be made to end.

  As described above, when the shift-time engine control mode is terminated before the wet multi-plate clutch 3 is completely connected, the accelerator pedal follow-up control is restored earlier and the drivability is improved. However, since the output torque of the diesel engine 1 increases when switching to the accelerator pedal follow-up control, if the connection amount of the wet multi-plate clutch 3 at this time is not the connection amount necessary to transmit the output torque, the wet torque is increased. Slip occurs in the multi-plate clutch 3, and the rotational speed of the diesel engine 1 increases rapidly. Such a shortage of the connection amount of the wet multi-plate clutch 3 is generally caused by a small increase in the connection amount after gear-in for some reason.

In the present invention, the duty ratio output by the clutch control device 31 is detected in order to confirm the amount of connection of the wet multi-plate clutch 3 at the time when the engine control during shifting is terminated. When the connection amount corresponding to the duty ratio is equal to or less than the predetermined connection amount, that is, the connection amount necessary to transmit the increasing output torque, the clutch control device 31 outputs the duty ratio for the predetermined period. Is increased to increase the connection speed of the wet multi-plate clutch 3, and control is performed so that a sufficient connection amount is reached within a predetermined period. Specifically, the output duty ratio D of the clutch control device 31 in this case is determined by the following equation.
D (%) = previous D- (control end D-predetermined connection amount D) / N <Expression 2>
Here, “D at control end” is the output duty ratio detected when the engine control at the time of shifting is completed, and “Predetermined connection amount D” is the duty ratio when the wet multi-plate clutch 3 reaches a sufficient connection amount. And N represents the number of duty ratios output by the clutch control device 31 within a predetermined period.

  The “previous D” at which the clutch control device 31 outputs the output duty ratio according to Equation 2 is the control end D. That is, according to this equation, the duty ratio output from the clutch control device 31 at the end of the predetermined period becomes the predetermined connection amount D. Therefore, when the engine control device 11 is switched to the accelerator pedal follow-up control and the output torque of the diesel engine 1 actually increases, the connection amount of the wet multi-plate clutch 3 may reach a connection amount sufficient for torque transmission. it can.

  The progress of such clutch control of the present invention is indicated by broken lines in the duty ratio variation diagram of FIG. 3 and the clutch engagement amount variation diagram of FIG. In FIG. 3, when the duty ratio at the end of the engine control at the time of shifting does not reach the predetermined engagement amount D, that is, when the engagement amount of the clutch in FIG. The duty ratio is output. As a result, the duty ratio decreasing speed increases and the connection amount increasing speed increases. At the end of the end damping period, the duty ratio becomes the predetermined connection amount D, and the wet multi-plate clutch 3 reaches the predetermined connection amount.

  The predetermined connection amount of the wet multi-plate clutch 3 that determines whether or not to correct the output duty ratio is determined in consideration of the connection amount in the half-clutch state. With reference to FIG. 5, a method for determining the predetermined connection amount will be described.

Since there are some individual differences in the wet multi-plate clutch 3 installed in each vehicle, the duty ratio of the half-clutch state that provides the necessary amount of transmission of torque, that is, the friction in the half-clutch state The value of the hydraulic pressure acting on the piston that presses the plate needs to be constantly learned for each vehicle. This learning is performed when the diesel engine 1 is at idling speed when the vehicle is stopped. In this state, the wet multi-plate clutch 3 is disconnected, and the lock-up clutch 23 of the fluid coupling 2 is also disconnected. It is said that. The turbine 22 of the fluid coupling 2 is dragged by the pump 21 and is rotated at substantially the idling speed, and the output shaft of the wet multi-plate clutch 3 is stationary. When the output duty ratio of the clutch control device 31 is decreased and the amount of connection is increased from this state, the rotational speed of the turbine 22 (wet multi-plate clutch 3 is increased as the torque transmission amount increases, as shown by the broken line in FIG. The input shaft rotation speed) decreases. Then, the duty ratio when the speed is reduced by 300 rpm is stored in the clutch control device 31 as the half-clutch learning value duty ratio. The details of the learning value determination method are described in Patent Document 1.

In this embodiment, in order to ensure torque transmission, a duty ratio that is 5% closer to the half-clutch learning value duty ratio, for example, 30% if the half-clutch learning value duty ratio is 35%, is a predetermined connection amount. D. That is, with this predetermined connection amount D as a reference, the clutch control device 31 corrects the output duty ratio when the duty ratio at the time when the engine control during shifting is finished is larger than the reference duty ratio (the connection amount is small). (Switching to Expression 2) is performed. However, in some cases, the predetermined connection amount D can be determined based on experiments or the like.

  Further, the predetermined period during which the connection rate increase rate is increased is set as a period during which the end damping is performed when the engine control device 11 returns to the accelerator pedal tracking control. The period for the end damping is 200 msec. Therefore, during this period, the clutch control device 31 is 64 msec. Each time, the duty ratio of 3 times is output as a command. Therefore, in this embodiment, the value of N in Equation 2 is 3.

In the above-described embodiment, when the connection amount at the end of the engine control at the time of shifting is less than or equal to the predetermined connection amount, the equation for calculating the output duty ratio is switched to Equation 2 that is not related to the basic pull amount D that is subtracted every time. To increase the connection speed. It is possible to increase the increase rate of the connection amount by correction different from such a correction method, and it is also possible to correct the output duty ratio by adding to the basic pull amount D as in the following equation. .
D (%) = previous D- (basic pulling amount D + additional pulling amount D) <Formula 3>

In this case, the increase rate of the connection amount is increased by the addition of the additional pull amount D. Then, the “additional pull amount D” to be added to the basic pull amount D in Equation 3 is calculated as follows, for example. That is, it is assumed that the end damping period is short, and the basic pull amount D during that period is equal to the basic pull amount D at the end of the control, and the output duty ratio is the predetermined connection amount D during the end damping period. To reach
Additional pull amount D = (control end D−predetermined connection amount D) / N−control end basic pull amount D
And it is sufficient. Here, the value of N is 3 as in the previous embodiment.

  FIG. 6 is a flowchart showing the control method of the present invention. Here, a flow is described in which the clutch control device 31 actually calculates and outputs a duty ratio corresponding to the amount of connection of the wet multi-plate clutch 3 after the transmission 4 is geared in.

  First, it is determined whether or not a signal for completion of engine control at the time of shifting is output from the engine control device 11 (S1). If not output, the duty ratio is calculated by Equation 1 (S2), and the calculation is performed. The duty ratio is output to the wet multi-plate clutch 3 (S8). When a signal indicating completion of engine control at the time of shifting is output, the duty ratio output by the clutch control device 31 at that time is detected (S3). The detected duty ratio is compared with the predetermined connection amount D (S4), and if it is equal to or less than the predetermined connection amount D, the wet multi-plate clutch 3 has reached the predetermined connection amount necessary for torque transmission. This is output by performing the operation.

  If the detected duty ratio is equal to or greater than the predetermined connection amount D, it is necessary to increase the increase rate of the connection amount, and therefore the clutch control device 31 performs the calculation according to Equation 2 (S5). At the same time, a logic circuit is set so that the next duty ratio calculation is performed by Expression 2 (S6), and it is determined whether the number of calculations by Expression 2 is three or less (S7). Then, if it is three times or less, the duty ratio of the calculation result by Expression 2 is output. Of course, equation 3 can be used instead of equation 2. In this way, the duty ratio output during the end damping period is determined by Equation 2. When the number of calculations according to Expression 2 is 4, the operation returns to the calculation of the duty ratio according to Expression 1, and the calculation result is output.

  In the present invention, the increase rate of the connection amount is increased as described above. However, if the speed is excessive, there is a concern that the wet multi-plate clutch 3 and the control device may be adversely affected. In such a case, it is preferable to limit the overall pulling amount of the output duty ratio so that the speed of the connection amount does not become excessive. In the above-described embodiment, the predetermined period for increasing the connection rate is set as the end damping period. However, in some cases, the increased speed may be maintained until the wet multi-plate clutch 3 is completely connected.

  Further, as a clutch to which the present invention is applied, a clutch device that controls the amount of connection of a wet multi-plate clutch by a duty ratio has been described. It is apparent that the present invention can be applied to a device that is controlled by the stroke of the clutch actuator, and can also be applied to a control device that is controlled according to an analog signal instead of a duty ratio of a pulse. Needless to say, the power transmission device to which the present invention can be applied does not matter whether the engine is a diesel engine or a gasoline engine, and whether or not a fluid coupling is interposed.

As described above in detail, in the present invention, the control mode of the engine control at the time of shifting is ended at the time before the clutch is fully engaged after the shifting of the transmission is completed, and the engine is returned to the accelerator pedal following control. I am letting. Therefore, it is possible to return to the accelerator pedal tracking control at an early stage and increase the vehicle speed according to the driver's operation as in normal times. Further, when the clutch connection amount is less than or equal to the predetermined connection amount, the increase rate of the connection amount is increased, so that it is possible to prevent the occurrence of flare in which the engine speed rapidly increases due to clutch slippage.

It is the schematic of the power transmission device for vehicles to which the control device of the present invention is applied. It is a figure which shows the action | operation based on the control apparatus of this invention of the power transmission device for vehicles. It is a figure which shows the duty ratio which a clutch control apparatus outputs. It is a figure which shows the pulling amount duty ratio in a clutch control apparatus. It is a figure which shows the determination method of a half-clutch learning value. It is a flowchart which shows the action | operation of the control apparatus of this invention.

Explanation of symbols

1 Diesel engine 11 Engine controller 2 Fluid coupling (fluid coupling)
3 Wet multi-plate clutch 31 Clutch control device 4 Transmission 51, 52, 53 Speed sensor 61 Shift lever 62 Accelerator pedal

Claims (5)

In a control device for a vehicle power transmission device having an engine (1), a clutch (3) and a transmission (4),
The engine (1) includes an engine control device (11) that performs engine control using a depression amount of an accelerator pedal (62) as a basic parameter, and the engine control device (11) Shift-time engine control is performed to reduce the fuel supply amount so as to reduce the difference between the input shaft rotation speed and the output shaft rotation speed of the clutch (3) independently of the depression amount of the accelerator pedal (62);
The clutch (3) includes a clutch control device (31). The clutch control device (31) disengages the clutch (3) at the time of shifting, and after shifting of the transmission is completed, Control to increase the amount of engagement of the clutch (3),
In the engine control device (11), the difference between the input shaft rotational speed and the output shaft rotational speed of the clutch (3) becomes a predetermined rotational speed difference after the shift of the transmission (4) is completed . At the time, the engine control at the time of shifting is ended, and then the end damping is performed so that the fuel supply amount is increased stepwise to return to the engine control using the depression amount of the accelerator pedal (62) as a basic parameter. In addition,
The clutch control device (31) detects the amount of connection of the clutch (3) at the time when the engine control at the time of shifting is ended, and if the amount of connection is less than a predetermined amount of connection, the end damping is performed. The rate of increase of the connection amount of the clutch (3) is increased during the period, and control is performed so that the connection amount of the clutch (3) becomes equal to or greater than a predetermined connection amount after the period of performing the end damping. A control device for a vehicle power transmission device. 2. The control device for a vehicle power transmission device according to claim 1, wherein the engine control device (11) uses the fuel supply amount to the engine (1) as the supply amount at the time of engine idling in the engine control at the time of shifting. . The clutch control device (31) includes means for learning a connection amount at which the clutch (3) reaches a constant torque transmission capacity, and the predetermined connection amount is smaller by a smaller amount than the learned connection amount. The control device for a vehicle power transmission device according to claim 1 , wherein the control device is set as a connection amount. The control device for a vehicle power transmission device according to any one of claims 1 to 3 , wherein the clutch (3) is controlled by a duty ratio of a pulse output from the clutch control device (31). . When the clutch control device (31) increases the increasing rate of the connection amount of the clutch (3), the duty ratio of the output pulse corresponds to the predetermined connection amount within the period of the end damping. The control device for a vehicle power transmission device according to claim 4 , wherein correction is performed so as to obtain a duty ratio.

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