JP2008075717A - Vehicular gear shift control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a gear shift control device capable of improving durability of a clutch by connecting the clutch without causing shock when shifting a shift stage. <P>SOLUTION: The input rotation speed of the clutch 4 is detected, and also the output rotation speed of a transmission 6 is detected by an output rotation speed sensor 24 and a filter section 30. When shifting from the shift stage under selection to a target shift stage, the output rotation speed of the transmission is converted into the rotation speed on the output side of the clutch 4 based on a gear ratio of the target shift stage and also corrected by a correction amount according to the traveling acceleration of a vehicle, thereby a converted rotation speed is found out. After the clutch 4 is disconnected and the shift stage of the transmission 6 is shifted, the clutch 4 is connected when the input rotation speed of the clutch 4 is approximately matched with the converted rotation speed by controlling an engine 2. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle shift control device, and more particularly to a vehicle shift control device in which a driving force of a drive source is transmitted to a transmission via a clutch.

As a transmission mounted on a vehicle, a plurality of shift stages are provided between an input shaft and an output shaft that are provided in parallel, and any one of the shift stages is selected and driving force is not transmitted. There is known a so-called parallel shaft transmission that can select either a neutral state.
Then, a shift control device has been developed that automatically switches the shift speed in such a transmission so as to reduce the burden on the driver.

  In the shift control device of Patent Document 1, when there is a shift speed change request, the difference between the input rotation speed of the transmission and the input rotation speed obtained from the output rotation speed of the transmission and the gear ratio of the selected shift speed is calculated. The engine is controlled so as to decrease, and the gear position is switched at the timing when the difference becomes zero. By performing such control, it is possible to switch the gear position without disengaging the clutch provided between the engine and the transmission.

However, depending on the driving state of the vehicle, it may be difficult to change the engine speed with the clutch connected. In such a state, when changing the gear position, the clutch is disengaged and In general, the clutch is connected after the selection of the shift stage is canceled and the target shift stage is selected.
When switching the gear stage with such clutch connection / disconnection, the engine is controlled and the clutch is connected when the rotational speeds of the input side and the output side of the clutch are almost the same. Patent Document 2 proposes a transmission control device that prevents the occurrence of the above and improves the durability of the clutch.

In the shift control device of Patent Document 2, after the clutch is disconnected and the shift speed is changed, the engine is controlled so that the input rotational speed of the clutch matches the output rotational speed, and the input rotational speed becomes the output rotational speed. The clutch is engaged when they are almost the same.
In order to perform such control, the speed change control device of Patent Document 2 is provided with a rotation speed sensor on the output shaft of the clutch to detect the output rotation speed of the clutch, and such a rotation speed sensor is newly provided. There must be.

Therefore, in order to detect the traveling speed of the vehicle, a rotation speed sensor conventionally provided on the output shaft of the transmission is used, and the output rotation speed of the transmission output from the rotation speed sensor and the selected shift speed It is conceivable to calculate the input rotational speed of the transmission from the gear ratio of the stage and use this as the output rotational speed of the clutch.
Japanese Patent Application Laid-Open No. 6-264995 JP 2004-270473 A

However, since the output shaft of the transmission is connected to the drive wheels of the vehicle, the output signal of the output speed sensor mounted on the output shaft of the transmission is subject to high-frequency noise due to the influence of unevenness on the road surface. Many are included. In order to remove such high-frequency noise, it is necessary to use a low-pass filter such as a first-order lag filter.
Since this low-pass filter outputs a signal with a delay with respect to the input signal, when the vehicle is accelerating or decelerating, the output rotational speed of the transmission used for control when the clutch is connected is It changes later than the actual change in output speed.

For this reason, even if the clutch is connected when the input rotational speed of the clutch substantially coincides with the output rotational speed of the clutch obtained from the output rotational speed of the transmission, the output rotational speed used for the control and the actual rotational speed Since there is a deviation from the output rotational speed, there arises a problem that a shock occurs when the clutch is connected and the durability of the clutch is lowered.
The present invention has been made in view of such a problem, and an object of the present invention is to provide a speed change control device capable of improving the durability of the clutch by enabling the clutch to be connected without causing a shock at the time of shifting the gear position. Is to provide.

  In order to achieve the above object, a vehicle shift control device according to the present invention includes a drive source that outputs a driving force and a drive from the drive source when any one of a plurality of shift stages is selected. A transmission capable of shifting a force and transmitting it to a drive wheel of a vehicle, and a drive force that is disposed between the drive source and the transmission and that is output by the drive source when in a connected state. And a clutch that cuts off transmission of driving force from the driving source to the transmission when in a disconnected state, and an input that detects the rotational speed on the input side of the clutch and outputs it as a clutch input rotational speed. Rotational speed detection means, output rotational speed detection means for detecting the rotational speed on the output side of the transmission, filtering and removing a high frequency component, and outputting the output rotational speed of the transmission, and the vehicle Acceleration detection to detect running acceleration And the output rotational speed output by the output rotational speed detection means when switching from the gear stage currently selected by the transmission to the target gear stage is performed based on the gear ratio of the target gear stage. Converted to the output side rotational speed and corrected by the correction amount corresponding to the travel acceleration detected by the acceleration detecting means to obtain the converted rotational speed, disengaged the clutch, and switched the gear position of the transmission And a control means for connecting the clutch when the clutch input rotational speed output from the input rotational speed detection means substantially coincides with the converted rotational speed by controlling the drive source. (Claim 1).

According to the vehicle transmission control apparatus configured as described above, the driving force is output from the driving source, transmitted to the transmission via the clutch, and then applied to the driving wheels via the gear stage selected by the transmission. The vehicle travels by being transmitted.
At this time, the input rotation speed detection means detects the rotation speed on the input side of the clutch and outputs it as the clutch input rotation speed, while the output rotation speed detection means detects the rotation speed on the output side of the transmission and performs filter processing. After removing the high frequency component, it is output as the output rotational speed of the transmission.

  Then, the control means switches the output rotational speed of the transmission output by the output rotational speed detection means based on the speed ratio of the target gear stage when switching from the gear stage currently selected in the transmission to the target gear stage. Converted to the output side rotation speed and corrected by the correction amount according to the running acceleration detected by the acceleration detection means to obtain the converted rotation speed, disengage the clutch and switch the gear position of the transmission, then drive By controlling the power source, the clutch is connected when the clutch input rotational speed substantially coincides with the converted rotational speed.

  In order to achieve the above object, a vehicle shift control device according to the present invention includes a drive source that outputs a driving force and a drive source that outputs a drive force when any one of a plurality of shift stages is selected. A transmission capable of shifting the driving force and transmitting the driving force to the driving wheels of the vehicle, and the driving force output from the driving source when in the connected state is disposed between the driving source and the transmission. A clutch that cuts off the transmission of driving force from the drive source to the transmission when in a disconnected state, and detects the rotational speed on the input side of the clutch and outputs it as a clutch input rotational speed An input rotational speed detection means; an output rotational speed detection means for detecting the rotational speed on the output side of the transmission, performing a filtering process to remove a high frequency component, and outputting the output rotational speed as the transmission; and the vehicle Acceleration to detect running acceleration The clutch input rotational speed output from the input rotational speed detecting means when the switching from the gear position selected by the detection means and the transmission to the target gear speed is performed based on the gear ratio of the target gear speed. Converted into a converted rotational speed corresponding to the rotational speed on the output side of the transmission, and the output rotational speed of the transmission output by the output rotational speed detecting means is determined according to the travel acceleration detected by the acceleration detecting means. The corrected output speed is obtained by correcting with the correction amount, the clutch is disengaged and the shift stage of the transmission is switched, and then the drive source is controlled so that the converted rotational speed becomes the corrected output rotational speed. And a control means for connecting the clutch when they substantially coincide with each other (claim 2).

According to the vehicle transmission control apparatus configured as described above, the driving force is output from the driving source, transmitted to the transmission via the clutch, and then applied to the driving wheels via the gear stage selected by the transmission. The vehicle travels by being transmitted.
At this time, the input rotation speed detection means detects the rotation speed on the input side of the clutch and outputs it as the clutch input rotation speed, while the output rotation speed detection means detects the rotation speed on the output side of the transmission and performs filter processing. After removing the high frequency component, it is output as the output rotational speed of the transmission.

  Then, the control means switches the clutch input rotational speed output from the input rotational speed detection means based on the speed ratio of the target gear stage when switching from the gear stage currently selected in the transmission to the target gear stage. Is converted into a converted rotational speed corresponding to the rotational speed on the side, and the output rotational speed of the transmission output by the output rotational speed detection means is corrected by a correction amount corresponding to the traveling acceleration detected by the acceleration detection means. After obtaining the output rotational speed, disconnecting the clutch and switching the gear position of the transmission, the clutch is connected when the converted rotational speed substantially matches the corrected output rotational speed by controlling the drive source.

Further, any one of the above-described vehicle transmission control devices further includes braking force detection means for detecting a braking force generated by the vehicle braking device, and the control means is responsive to the braking force detected by the braking force detection means. Thus, the correction amount is changed (claim 3).
According to the vehicle transmission control apparatus configured as described above, the correction amount when the correction according to the travel acceleration is performed changes according to the braking force.

That is, when the converted rotational speed is obtained from the output rotational speed of the transmission output by the output rotational speed detecting means, the converted rotational speed is corrected according to the traveling acceleration, and the correction amount at this time Changes according to the braking force.
On the other hand, when the clutch input rotational speed output by the input rotational speed detection means is converted into a conversion rotational speed corresponding to the rotational speed on the output side of the transmission, the transmission rotational speed detection means outputs the The output rotation speed is corrected according to the traveling acceleration to obtain the corrected output rotation speed, and the correction amount at this time changes according to the braking force.

  Further, in any one of the above-described vehicle shift control apparatuses, a comparison between the estimated travel acceleration calculated based on the operating state of the engine and the gear stage currently selected by the transmission and the travel acceleration detected by the acceleration detecting means. Load degree detecting means for detecting a load degree based on the load degree detecting means, wherein the control means changes the correction amount in accordance with the load degree detected by the load degree detecting means (claim 4).

According to the vehicle transmission control apparatus configured as described above, the correction amount when the correction according to the travel acceleration is performed changes according to the load.
That is, when the converted rotational speed is obtained from the output rotational speed of the transmission output by the output rotational speed detecting means, the converted rotational speed is corrected according to the traveling acceleration, and the correction amount at this time Varies depending on the degree of load.

On the other hand, when the clutch input rotational speed output by the input rotational speed detection means is converted into a conversion rotational speed corresponding to the rotational speed on the output side of the transmission, the transmission rotational speed detection means outputs the The output rotation speed is corrected according to the travel acceleration to obtain the corrected output rotation speed, and the correction amount at this time changes according to the degree of load.
Alternatively, the vehicle shift control device further includes a gradient detection unit that detects a gradient of a road surface on which the vehicle travels, and the shift control unit changes the correction amount according to the gradient detected by the gradient detection unit. (Claim 5).

According to the vehicle transmission control apparatus configured as described above, the correction amount when the correction according to the travel acceleration is performed changes according to the road surface gradient.
That is, when the converted rotational speed is obtained from the output rotational speed of the transmission output by the output rotational speed detecting means, the converted rotational speed is corrected according to the traveling acceleration, and the correction amount at this time Changes according to the slope of the road surface.

On the other hand, when the clutch input rotational speed output by the input rotational speed detection means is converted into a conversion rotational speed corresponding to the rotational speed on the output side of the transmission, the transmission rotational speed detection means outputs the The output rotation speed is corrected according to the traveling acceleration to obtain the corrected output rotation speed, and the correction amount at this time changes according to the road surface gradient.
The vehicle shift control device further includes a load amount detection means for detecting the load amount of the vehicle, and the shift control means changes the correction amount according to the load amount detected by the load amount detection means. (Claim 6).

According to the vehicle transmission control apparatus configured as described above, the correction amount when the correction according to the travel acceleration is performed changes according to the loading amount.
That is, when the converted rotational speed is obtained from the output rotational speed of the transmission output by the output rotational speed detecting means, the converted rotational speed is corrected according to the traveling acceleration, and the correction amount at this time Varies depending on the load.

On the other hand, when the clutch input rotational speed output by the input rotational speed detection means is converted into a conversion rotational speed corresponding to the rotational speed on the output side of the transmission, the transmission rotational speed detection means outputs the The output rotation speed is corrected according to the traveling acceleration to obtain the corrected output rotation speed, and the correction amount at this time changes according to the load amount.
Further, in the vehicle transmission control device, the vehicle transmits a driving force output from the transmission to a driving wheel via a propeller shaft.

  According to the vehicle transmission control apparatus configured as described above, the driving force output from the transmission is transmitted to the driving wheels of the vehicle via the propeller shaft.

According to the vehicle transmission control device of the present invention, when switching from the gear stage currently selected in the transmission to the target gear stage, the output speed of the transmission is determined based on the gear ratio of the target gear stage. In addition to being converted to the rotational speed on the side, the converted rotational speed is obtained by being corrected by a correction amount corresponding to the traveling acceleration.
Therefore, when the vehicle is accelerating or decelerating, the output rotational speed of the transmission output by the output rotational speed detecting means changes after the change of the actual rotational speed on the output side of the transmission by filtering. Even in this case, it is possible to obtain a converted rotational speed that substantially matches the actual rotational speed on the output side of the clutch.

As a result, by controlling the drive source so that the clutch is connected when the clutch input rotational speed substantially matches the converted rotational speed, the clutch can be smoothly connected without causing a shock. The durability of the clutch can be improved.
In addition, since it is possible to divert the output speed detection means provided on the output side of the transmission for detecting the traveling speed, it is necessary to newly provide a sensor for detecting the output speed of the clutch. This is advantageous in terms of cost and eliminates the need to provide a mechanism for providing the clutch with a sensor.

  Alternatively, according to the vehicle transmission control device of the present invention, when switching from the gear stage currently selected in the transmission to the target gear stage, the clutch input rotational speed is determined based on the gear ratio of the target gear stage. In addition to being converted into a converted rotational speed corresponding to the rotational speed on the output side, the output rotational speed of the transmission output by the output rotational speed detection means is corrected by a correction amount corresponding to the travel acceleration, and a corrected output rotational speed is obtained. .

Therefore, when the vehicle is accelerating or decelerating, the output rotational speed of the transmission output by the output rotational speed detecting means changes after the change of the actual rotational speed on the output side of the transmission by filtering. Even so, it is possible to obtain a corrected output rotational speed that substantially matches the actual rotational speed on the output side of the transmission.
As a result, if the clutch is connected when the drive source is controlled and the converted rotational speed substantially matches the corrected output rotational speed, the clutch can be smoothly connected without causing a shock. The durability of can be improved.

In addition, since it is possible to divert the output speed detection means provided on the output side of the transmission for detecting the traveling speed, it is necessary to newly provide a sensor for detecting the output speed of the clutch. This is advantageous in terms of cost and eliminates the need to provide a mechanism for providing the clutch with a sensor.
According to the vehicle transmission control device of the third aspect, the correction amount when the correction according to the travel acceleration is performed changes according to the braking force.

If the clutch is disengaged while the vehicle is accelerating or decelerating, the driving force or braking force transmitted to the drive wheels via the transmission is cut off, so that the transmission The rotation speed change on the output side will be different.
On the other hand, the travel acceleration of a vehicle is generally obtained by calculating a change in travel speed. The travel acceleration of the vehicle changes with a delay with respect to the actual acceleration state or deceleration state of the vehicle, and is output from the output rotational speed detection means. When the travel acceleration is obtained using the output rotational speed of the transmission, the change in travel acceleration is further delayed.

For this reason, even if the change in the rotational speed on the output side of the transmission differs due to the clutch being disconnected, the output rotational speed output from the output rotational speed detection means is determined according to the running acceleration before the clutch is disconnected. The calculated converted rotational speed or the output rotational speed output from the output rotational speed detecting means is corrected.
Therefore, as described above, the correction amount is changed according to the braking force of the braking device, which is one of the elements of acceleration / deceleration of the vehicle after the transmission of the driving force or the braking force via the transmission is interrupted. Therefore, it is possible to appropriately correct an error associated with a delay in change of the detected travel acceleration value. As a result, the clutch can be more smoothly and smoothly connected without generating a shock, and the durability of the clutch can be improved.

Further, according to the vehicle transmission control device of the fourth aspect, the correction amount when the correction according to the travel acceleration is performed changes according to the load.
The degree of load used here is based on a comparison between the estimated traveling acceleration calculated based on the operating state of the engine and the selected shift speed and the detected traveling acceleration. The size changes according to the amount. In other words, this degree of load is one of the elements of acceleration / deceleration of the vehicle after the clutch is disengaged.

  Therefore, by changing the correction amount according to the degree of load, which is one of the elements of acceleration / deceleration of the vehicle after the transmission of the driving force or braking force via the transmission is interrupted, the travel acceleration as described above It is possible to appropriately correct an error associated with a delay in changing the detected value. As a result, the clutch can be more smoothly and smoothly connected without generating a shock, and the durability of the clutch can be improved.

According to the vehicle transmission control apparatus of the fifth aspect, the correction amount when the correction according to the travel acceleration is performed changes according to the road surface gradient.
Therefore, by changing the correction amount according to the gradient of the road surface, which is one of the elements of acceleration / deceleration of the vehicle after the transmission of the driving force or the braking force via the transmission is cut off, the travel as described above It is possible to appropriately correct an error associated with a delay in changing the acceleration detection value. As a result, the clutch can be more smoothly and smoothly connected without generating a shock, and the durability of the clutch can be improved.

Further, according to the vehicle transmission control apparatus of the sixth aspect, the correction amount when the correction according to the traveling acceleration is performed changes according to the loading amount.
Therefore, by changing the correction amount according to the load amount of the vehicle, which is one of the elements of acceleration / deceleration of the vehicle after the transmission of the driving force or the braking force via the transmission is cut off, It is possible to appropriately correct an error associated with a change delay in the travel acceleration detection value. As a result, the clutch can be more smoothly and smoothly connected without generating a shock, and the durability of the clutch can be improved.

According to the seventh aspect of the present invention, the driving force output from the transmission is transmitted to the driving wheels of the vehicle via the propeller shaft.
When the output of the transmission is transmitted to the drive wheels via the propeller shaft, in addition to the vibration transmitted from the road surface via the drive wheels, it is affected by the vibration caused by the torsion of the propeller shaft. Since the rotational speed on the output side of the transmission is large and easily vibrates, a filter with a larger delay is required. Therefore, even in such a case, the present invention is particularly useful for enabling the clutch to be smoothly connected without generating a shock.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a main part configuration diagram of a vehicle 1 equipped with a shift control apparatus according to an embodiment of the present invention.
The driving force of an engine (drive source) 2 that is a diesel engine is transmitted to an automatic transmission (hereinafter referred to as a transmission) 6 via a clutch 4, and the engine 2 when the clutch 4 is in a connected state. Is transmitted to the transmission 6, and when the clutch 4 is in a disconnected state, transmission of the driving force from the engine 2 to the transmission 6 is cut off.

The transmission 6 includes a plurality of shift stages, and can be switched between a neutral state in which none of the shift stages is selected and a state in which any of the shift stages is selected.
The output shaft of the transmission 6 is connected to the left and right drive wheels 14 via a propeller shaft 8, a differential 10 and a drive shaft 12.
Therefore, when the clutch 4 is connected and one of the gear positions is selected by the transmission 6, the driving force of the engine 2 is transmitted to the drive wheels 14 after being shifted by the transmission 6, and the vehicle 1 is Run.

  The vehicle ECU 16 (control means) performs connection / disengagement control of the clutch 4 and shift speed switching control of the transmission 6 in accordance with the operating state of the vehicle 1 and the engine 2 and information from the engine ECU 18. A command is sent to the engine ECU 18 in accordance with various operating conditions such as the state, start of the vehicle, acceleration and deceleration, and integrated control for appropriately operating the engine 2 is performed.

  In order to perform such control, the vehicle ECU 16 is provided with an accelerator opening degree sensor 22 for detecting the depression amount of the accelerator pedal 20 and a traveling speed to detect the traveling speed. An output rotational speed sensor 24 for detecting the rotational speed, an engine rotational speed sensor (input rotational speed detecting means) 26 for detecting a rotational speed of the engine 2, that is, a clutch input rotational speed that is a rotational speed on the input side of the clutch 4, and the vehicle 1 A brake hydraulic pressure sensor (braking force detection means) 28 that detects a brake hydraulic pressure supplied to a brake device (braking device) (not shown) for braking the brake as a braking force is connected.

  The engine ECU 18 controls start / stop of the engine 2, idle control, control of the fuel injection amount and fuel injection timing of the engine 2 corresponding to the depression amount of the accelerator pedal 20 detected by the accelerator opening sensor 22, or an exhaust gas purification device. Various controls necessary for the operation of the engine 2 such as regeneration control (not shown) are performed, and the fuel injection amount and the injection timing of the engine 2 are set so that the engine 2 is operated in accordance with a command from the vehicle ECU 16. Control.

  In the vehicle 1 configured as described above, the vehicle ECU 16 determines from the depression amount of the accelerator pedal 20 detected by the accelerator opening sensor 22 and the output-side rotation speed of the transmission 6 detected by the output rotation speed sensor 24. According to the driving state of the vehicle 1 such as the obtained traveling speed, the gear stage of the transmission 6 is appropriately switched and the engine ECU 18 is controlled so as to appropriately control the torque of the engine 2 in accordance with the switching of the gear stage. The command is controlled and the disconnection and connection of the clutch 4 are controlled.

That is, when the vehicle ECU 16 determines to change gears according to the shift map based on the amount of depression of the accelerator pedal 20 and the running speed during traveling with a certain gear selected, the vehicle ECU 16 starts gear change control. Then, the engine ECU 18 is instructed to reduce the rotational speed of the engine 2 to the idle rotational speed, and the clutch 4 is controlled to be disconnected.
The engine ECU 18 receives a command from the vehicle ECU 16 and shifts the engine 2 to an idle operation state, thereby preventing a rapid increase in the engine speed accompanying the disconnection of the clutch 4.

The vehicle ECU 16 disconnects the clutch 4 and cancels the selection of the currently used shift speed to temporarily set the transmission 6 in the neutral state, and then selects the target shift speed. In parallel with this, the vehicle ECU 16 starts the rotation speed synchronization control, and instructs the engine ECU 18 to start the rotation control of the engine 2 accompanying the rotation speed synchronization control.
In this rotational speed synchronization control, the engine 2 is controlled so that the rotational speed on the input side of the clutch 4 is equal to the rotational speed on the output side, and the input rotational speed and the output rotational speed of the clutch 4 substantially coincide. The clutch 4 is sometimes connected to prevent a shock when the clutch 4 is connected.

The clutch 4 is connected after the switching to the target shift stage is completed, but here the rotation of the engine 2 is performed at the stage where the shift stage is switched in consideration of the responsiveness of the engine 2. Control is started.
In the rotational speed synchronization control, by performing the rotational control of the engine 2 in this way, the clutch is gradually connected when the input side rotational speed and the output side rotational speed of the clutch 4 substantially coincide with each other. When the clutch stroke reaches the predetermined torque return start position, the vehicle ECU 16 instructs the engine ECU 18 to end the rotation control by the engine 2 and transmits the torque transmitted from the engine 2 to the transmission 6. The engine ECU 18 is instructed to gradually increase to a target torque corresponding to the depression amount of the accelerator pedal 20 detected by the accelerator opening sensor 22.

While the vehicle ECU 16 continues to connect the clutch 4 and the torque transmitted from the engine 2 to the transmission 6 reaches the target torque, the vehicle ECU 16 controls the clutch 4 to be in a completely connected state. When the clutch 4 is completely connected, the rotational speed synchronization control is finished, and thereby the gear position switching control is finished.
In the speed change control performed in this way, the engine speed sensor 26 is used as the clutch input speed that is the speed on the input side of the clutch 4 in the speed synchronization control when the clutch 4 is connected as described above. The detected engine speed is used. Further, the rotational speed on the input side of the transmission 6, that is, the rotational speed on the output side of the clutch 4, using the rotational speed on the output side of the transmission 6 detected by the output rotational speed sensor 24 and the gear ratio of the target shift stage. The conversion rotational speed corresponding to the number is obtained.

However, since the output shaft of the transmission 6 is connected to the drive wheels 14, the output signal of the output rotational speed sensor 24 contains a lot of high-frequency noise due to the influence of vibration due to road surface unevenness and the like.
In particular, when the vehicle is such that the driving force output from the transmission 6 is transmitted to the drive wheels 14 via the propeller shaft 8 as in the present embodiment, torsional vibration is generated in the propeller shaft 8. The output signal of the output rotation speed sensor 24 contains more high frequency noise.

Therefore, in the rotational speed synchronization control, the actual rotational speed detected on the output side of the transmission 6 detected by the output rotational speed sensor 24 is subjected to low-pass filter processing using a first-order lag filter to remove the high frequency component, and the output of the transmission 6 is output. It is used as the rotational speed.
However, the output rotational speed that has been subjected to the low-pass filter processing in this way changes with a delay from the actual rotational speed on the output side of the transmission 6, so that the converted rotational speed is used as it is. Is calculated and used for the rotational speed synchronization control, even if the rotational speed on the input side of the clutch 4 matches the converted rotational speed, the actual rotational speed on the output side of the clutch 4 does not match. . As a result, a shock is generated when the clutch 4 is connected in the rotational speed synchronization control, and a load is applied to the clutch 4 to reduce the durability of the clutch 4.

FIG. 2 is a block diagram showing a part of the vehicle ECU 16 that performs the rotational speed synchronization control as described above, and has a function for solving such a problem. This function will be described in detail below based on the block diagram of FIG.
As described above, the output signal of the output rotation speed sensor 24 includes high-frequency noise. First, the detection signal of the output rotation speed sensor 24 is input to the filter unit 30 in order to remove this high-frequency noise. The filter unit 30 is a first-order lag filter, and removes a high-frequency component included in a detection signal indicating the actual rotational speed Nto on the output side of the transmission 6 detected by the output rotational speed sensor 24 by low-pass filter processing. It is like that. Therefore, the output rotation speed sensor 24 and the filter unit 30 correspond to the output rotation speed detection means of the present invention.

The output rotation speed Ntf subjected to the filter processing by the filter unit 30 is sent to the converted rotation speed calculation unit 32, and the output rotation speed Ntf is converted to the input side of the transmission 6, that is, the clutch 4 by using the gear ratio of the target gear. The converted rotation speed Ncc is obtained by converting the rotation speed on the output side.
On the other hand, since the output rotational speed sensor 24 is originally provided for detecting the traveling speed of the vehicle, the output side rotational speed Ntf subjected to the filtering process by the filter unit 30 is the actual acceleration calculating unit (acceleration detection). The actual acceleration Gr, which is the actual running acceleration, is obtained from the change over time.

The converted rotational speed Ncc obtained by the converted rotational speed calculator 32 and the actual acceleration Gr obtained by the actual acceleration calculator 34 are sent to the converted rotational speed corrector 36, and the actual acceleration Gr with respect to the converted rotational speed Ncc. Correction according to is performed.
The correction amount Nd corresponding to the actual acceleration Gr is equal to the actual acceleration Gr obtained by the actual acceleration calculation unit 34 from a map in which the actual acceleration Gr and the correction amount Nd are set in advance with a predetermined relationship as shown in FIG. It is set by reading the corresponding correction amount Nd.

As shown in FIG. 3, the correction amount Nd is 0 rpm in a region where the actual acceleration Gr is 0 m / s ² or more, and a value other than 0 rpm is set in a region where the actual acceleration Gr is negative. Yes. The region where the actual acceleration Gr is negative is when the vehicle is decelerating. In this embodiment, the correction according to the actual acceleration Gr with respect to the converted rotational speed Ncc is performed only when the vehicle is decelerating. ing.

Even when the vehicle is accelerating, the output rotational speed Ntf output after being filtered by the filter unit 30 changes with a delay from the actual change of the output rotational speed Nto. Since the clutch 4 is disengaged as described above when the vehicle is operated, the drive force is not transmitted to the drive wheels 14 at this time, and the vehicle is not accelerated.
For this reason, if the converted rotational speed Ncc is corrected according to the actual acceleration Gr obtained by the actual acceleration calculation unit 34 in a state where acceleration is not performed in this way, the converted rotational speed Ncc is excessively corrected. As a result, there is a possibility that consistency with the actual rotational speed may not be achieved.

  On the other hand, when switching to the target gear position when the vehicle is decelerating, even if the clutch 4 is disengaged, the vehicle may decelerate due to the operation of the brake device or traveling uphill. In this case, since the output side rotational speed Ntf still changes with a delay from the actual change in the output side rotational speed Nto, it is necessary to correct the converted rotational speed Ncc appropriately according to the actual acceleration Gr. .

Therefore, in the present embodiment, by setting the correction amount Nd as shown in FIG. 3, the converted rotational speed Ncc is corrected according to the actual acceleration Gr only at the time of vehicle deceleration when the actual acceleration Gr becomes negative. It is.
As shown in FIG. 3, in the present embodiment, the correction amount Nd increases in proportion to the change in the actual acceleration Gr, and the correction amount Nd is a constant value in a region where the absolute value of the actual acceleration Gr is larger than a predetermined value. It has become. This is abnormal when the correction amount Nd is changed in response to the change in the actual acceleration within the range of the actual acceleration Gr that can occur during normal vehicle deceleration travel, and an excessive actual acceleration Gr is erroneously detected for some reason. This is a measure for preventing a correct correction amount from being set.

FIG. 4 shows, as an example, how the converted rotation speed Ncc output by the converted rotation speed calculation unit 32 during deceleration of the vehicle is changed.
FIG. 4 also shows the actual speed on the output side of the transmission 6, that is, the output speed Nto detected by the output speed sensor 24, which is obtained on the input side of the transmission 6 based on the speed ratio of the target gear. The converted rotational speed is shown as a virtual converted rotational speed Nx. Therefore, the virtual conversion rotational speed Nx corresponds to the rotational speed on the output side of the clutch 4.

Note that high-frequency noise that is considered to be included in the virtual conversion rotation speed Nx obtained from the output rotation speed Nto is not shown for simplicity.
As shown in FIG. 4, if the clutch 4 is disengaged by the shift speed change control at time t2, and the shift speed change control is completed at time t4 and the clutch 4 is connected, the brake device is not connected until time t2. In addition to operation and traveling uphill, the vehicle is in a decelerating traveling state by the engine brake of the engine 2. At this time, the converted rotation speed Ncc decreases with a delay from the hypothetical conversion rotation speed Nx due to the delay of the filter unit 30.

For example, there is a difference ΔN1 between the virtual converted rotation speed Nx and the converted rotation speed Ncc at time t1, and this difference ΔN1 increases as the degree of deceleration of the vehicle increases, that is, as the absolute value of the negative traveling acceleration increases. Expanding.
As described above, when the clutch 4 is connected, the engine 2 is controlled so that the clutch input rotational speed, which is the rotational speed on the input side of the clutch 4, becomes substantially equal to the virtual conversion rotational speed Nx. 4 is connected, there is no shock. However, since the actually obtained converted rotational speed Ncc is larger than the virtual converted rotational speed Nx by ΔN1, if this converted rotational speed Ncc is used as it is for the rotational speed synchronous control, the clutch 4 A shock will occur when connecting.

  Therefore, the purpose of the converted rotational speed correction unit 36 is to obtain a converted rotational speed equal to the virtual converted rotational speed Nx by subtracting this difference from the converted rotational speed Ncc, and the difference ΔN1 is the negative traveling acceleration. Since it varies depending on the magnitude, the relationship as shown in FIG. 3 is determined in advance, and the correction amount Nd is set according to the actual acceleration Gr obtained by the actual acceleration calculation unit 34.

  Next, when the clutch 4 is disengaged at time t2, the engine brake does not act on the drive wheels 14, so the degree of deceleration of the vehicle decreases, and the change in the output speed Nto detected by the output speed sensor 24 changes. Be gentle. For this reason, the virtual conversion rotational speed Nx also changes more slowly than the change up to the time t2, but the conversion rotational speed Ncc changes later than the virtual conversion rotational speed Nx. The difference between the rotational speed Nx and the converted rotational speed Ncc is reduced to ΔN2.

Here, in the same way as at time t2, at time t3, there are two points indicating that if the converted rotational speed Ncc is corrected with the difference ΔN1, the virtual converted rotational speed Nx decreases as it is until the time t2. It becomes a value on the chain line Nx ″, and the converted rotational speed Ncc is excessively corrected to a converted rotational speed that is considerably smaller than the original virtual converted rotational speed Nx.
The degree of decrease in the hypothetical conversion speed Nx from time t2 to t4 varies depending on the operating state of the brake device, the slope of the uphill, etc., which are factors that actively decelerate the vehicle with the clutch 4 disengaged For example, the greater the braking force by the brake device, or the steeper the uphill slope, the greater the degree of decrease in the virtual conversion rotational speed Nx in the direction indicated by the arrow A in the figure.

That is, the braking force by the brake device is larger or the slope of the uphill is steeper than when the virtual converted rotational speed Nx ′ as shown by the dashed line in FIG. 5 is the virtual converted rotational speed Nx shown by the solid line. The difference ΔN3 from the converted rotational speed Ncc at time t3 is larger than the difference ΔN2 between the virtual converted rotational speed Nx and the converted rotational speed Ncc.
The converted rotation speed correction unit 36 pays attention to such points, and corresponds to the converted rotation speed Ncc corresponding to the brake operation state and the road surface gradient, which are elements that actively decelerate the vehicle in a state where the clutch 4 is disengaged. The correction amount Nd is changed.

In order to make such a change, the converted rotation speed correction unit 36 is input with information on the road surface gradient in addition to the hydraulic pressure Pbr of the brake device detected by the brake hydraulic pressure sensor 28.
The brake hydraulic pressure Pbr corresponds to the braking force acting on the vehicle by the brake device, and the braking force increases as the brake hydraulic pressure Pbr increases. Accordingly, the converted rotation speed correction unit 36 obtains the change coefficient Ka from the relationship shown in FIG. 5 based on the brake hydraulic pressure Pbr, and uses this change coefficient Ka for changing the correction amount Nd.

Information regarding the road surface gradient is obtained by the predicted acceleration calculation unit 38 and the load level calculation unit (load level detection means) 40.
First, the predicted acceleration calculation unit 38 determines the fuel supply amount Qfu per unit time obtained from the engine ECU 18, the engine speed Neng detected by the engine speed sensor 38, and the gear ratio of the gear stage before the gear stage switching. Based on this, an acceleration predicted to generate a vehicle on which a predetermined occupant gets on a horizontal road surface is calculated as a predicted acceleration Ge, and is sent to the load degree calculation unit 40.

The load degree calculation unit 40 uses the predicted acceleration Ge obtained by the predicted acceleration calculation unit 38 and the actual acceleration Gr obtained by the actual acceleration calculation unit 34, and calculates a difference value obtained by subtracting the actual acceleration Gr from the predicted acceleration Ge. Obtained as the load degree Ld.
As the slope of the uphill where the vehicle travels becomes steeper, the travel acceleration actually generated decreases with respect to the travel acceleration that the vehicle should originally generate. Therefore, the road surface gradient increases as the load Ld increases. Will be shown to be steep.

Further, even when the road surface gradient is the same, the greater the loading amount of the vehicle, the lower the travel acceleration actually generated with respect to the travel acceleration that the vehicle should originally generate, so the load degree Ld increases. It shows that the loading capacity of the vehicle is large.
Since the degree of deceleration when the clutch 4 is disengaged increases as the road surface gradient when traveling uphill is steeper or as the vehicle load is larger, the converted rotational speed The correction unit 36 obtains the change coefficient Kb from the relationship shown in FIG. 6 based on the load degree Ld obtained by the load degree calculation unit 40, and uses the change coefficient Kb for changing the correction amount Nd.

  The correction amount Nd is changed by the change coefficients Ka and Kb set in this way by selecting the larger one of the change coefficients Ka and Kb and multiplying the correction amount Nd by the selected change coefficient. Then, by subtracting the correction amount Nd thus changed from the converted rotational speed Ncc, the converted rotational speed Ncv corrected according to the actual acceleration Gr is obtained, and the clutch control for performing the connection / disconnection control of the clutch 4 is performed. Sent to the unit 42.

As shown in FIG. 5, the change coefficient Ka is set to a value from 0 to 1 in accordance with the brake hydraulic pressure Pbr. When the brake hydraulic pressure Pbr is 0 N / m ² , that is, braking by the brake device is performed. If not, the value of the change coefficient Ka is 0.
As shown in FIG. 6, the change coefficient Kb is set to a value from 0 to 1 according to the load degree Ld. When the load degree Ld is 0, the value of the change coefficient Kb is 0. It is like that. The load degree Ld being 0 indicates a state where the vehicle is traveling at the predicted acceleration Ge obtained by the predicted acceleration calculation unit 38, and the vehicle is traveling on a horizontal road surface.

Therefore, in this embodiment, when the road surface is horizontal, the brake device is not operating, and the vehicle is not decelerating, the change coefficients Ka and Kb are both 0, so that the correction for the converted rotational speed Ncc is performed. The conversion rotation speed Ncv is the same value as the conversion rotation speed Ncc.
That is, if the vehicle is not in a decelerating state when the clutch 4 is disengaged, if the converted rotational speed Ncc is corrected according to the actual acceleration Gr as described above, the converted rotational speed Ncc is excessively corrected. By doing so, there is a possibility that consistency with the actual rotational speed may be lost, so that the converted rotational speed Ncc is not corrected.

  On the other hand, for example, when the brake device is decelerating, the higher the brake hydraulic pressure Pbr, the larger the value of the change coefficient Ka. Therefore, the correction amount subtracted from the converted rotational speed Ncc is the brake hydraulic pressure Pbr. The higher the braking force is, the larger it becomes. At this time, since the virtual converted rotational speed Nx corresponding to the actual rotational speed on the output side of the transmission 6 also increases as the brake hydraulic pressure Pbr is higher and the braking force is larger as described above, the converted rotational speed calculation is performed. The difference from the converted rotational speed Ncc output by the unit 32 increases.

Therefore, by correcting so that the converted rotational speed Ncc is decreased as the brake hydraulic pressure Pbr is increased, the converted rotational speed Ncv substantially matching the virtual converted rotational speed Nx can be obtained regardless of the magnitude of the braking force by the brake device. It will be possible.
When the vehicle is traveling uphill and decelerating, the change coefficient Kb increases as the road gradient is steep and the load degree Ld increases. The amount of correction subtracted from becomes larger as the road surface gradient becomes steeper. At this time, the virtual conversion rotation speed Nx corresponding to the actual rotation speed on the output side of the transmission 6 also increases as the road surface gradient is steep and the degree of deceleration increases as described above. The difference from the converted rotation speed Ncc output by the rotation speed calculation unit 32 increases.

Therefore, by correcting so as to decrease the converted rotational speed Ncc as the load degree Ld increases, it is possible to obtain a converted rotational speed Ncv that substantially matches the virtual converted rotational speed Nx regardless of the road surface gradient. .
Furthermore, even when the road surface gradient is the same, the degree of deceleration during vehicle deceleration increases as the loading amount increases, but this is also taken into account in setting the change coefficient Kb according to the load degree Ld. Regardless of the amount of loading of the vehicle, the converted rotational speed Ncv substantially coincident with the virtual converted rotational speed Nx can be obtained.

  The clutch control unit 42 controls the engine 2 so that the converted rotational speed Ncv thus obtained matches the engine rotational speed detected by the engine rotational speed sensor 26, that is, the clutch input rotational speed Neng, The clutch 4 is connected when the deviation between the converted rotational speed Ncv and the clutch input rotational speed Neng becomes a predetermined value (for example, several tens of rpm) or less, and the converted rotational speed Ncv and the clutch input rotational speed Neng substantially coincide.

By connecting the clutch 4 in this manner, the clutch 4 can be smoothly connected without causing a shock, and the burden on the clutch 4 can be reduced and the durability of the clutch 4 can be improved.
In particular, when the vehicle is such that the driving force output from the transmission 6 is transmitted to the drive wheels 14 via the propeller shaft 8 as in the present embodiment, the torsional vibration is applied to the propeller shaft 8 as described above. Therefore, the output signal of the output rotation speed sensor 24 contains more high frequency noise.

  For this reason, a primary filter with a relatively large delay needs to be used for the filter unit 30. Even in such a case, the converted rotational speed Ncc is corrected according to the actual acceleration Gr, and the correction amount is set to the brake hydraulic pressure. By changing according to Pbr and the load degree Ld, the clutch 4 can be smoothly connected without causing a shock, the burden on the clutch 4 can be reduced, and the durability of the clutch 4 can be improved.

  As described above, in the present embodiment, the output rotational speed Ntf of the transmission 6 obtained from the filter unit 30 is converted into the converted rotational speed Ncc corresponding to the rotational speed on the input side of the transmission, and according to the actual acceleration Gr. Thus, the converted rotational speed Ncv is obtained by correcting the calculated rotational speed Ncv, so that the converted rotational speed Ncv can be made substantially equal to the virtual converted rotational speed Nx, that is, the actual rotational speed on the output side of the clutch 4. As a result, by controlling the engine 2 and connecting the clutch 4 when the clutch input rotational speed Neng substantially coincides with the converted rotational speed Ncv, the clutch 4 is smoothly connected without causing a shock. The load can be reduced and the durability of the clutch 4 can be improved.

  When correcting the converted rotational speed Ncc according to the actual acceleration Gr, the correction amount is changed according to the brake hydraulic pressure Pbr indicating the braking force and the load Ld corresponding to the road surface gradient. The converted rotational speed Ncc is appropriately corrected in accordance with the degree of deceleration of the vehicle when the engine is disconnected, so that the occurrence of a shock can be reliably prevented and the smooth connection of the clutch 4 can be realized.

In addition, since the output speed sensor 24 originally provided on the output side of the transmission 6 is used for detecting the traveling speed, a sensor for detecting the speed on the output side of the clutch 4 is newly provided. There is no need to provide this, which is advantageous in terms of cost, and there is no need to provide a mechanism for providing the clutch 4 with a sensor.
In the present embodiment, the road surface gradient and the load amount of the vehicle are comprehensively grasped from the load degree Ld, and the change coefficient Kb is set according to the load degree Ld. However, the road surface gradient and the load amount of the vehicle are set as follows. It is also possible to detect each separately and set the change coefficient separately.

  In this case, the road surface gradient is detected by various known gradient sensors (gradient detection means), such as a method of directly measuring the vehicle inclination angle or a method of obtaining from the ratio of gravitational acceleration acting in the vertical direction of the vehicle, What is necessary is just to make a change coefficient large, so that a road surface gradient is large. Further, the load amount may be detected by various known load amount sensors (load amount detecting means) such as a method of obtaining from the suspension stroke of the vehicle, and the change coefficient may be set to be larger as the load amount is larger. .

The correction amount Nd is changed by multiplying the larger one of the change coefficients Ka and Kb. However, the correction amount Nd is changed so that both the change coefficients Ka and Kb are multiplied by the correction amount Nd. May be.
Therefore, when the road surface gradient and the load amount are individually detected and the change coefficients are individually set, a larger one of all the change coefficients may be selected and multiplied by the correction amount Nd. Then, all the change coefficients may be multiplied by the correction amount Nd.

Furthermore, the correction amount Nd may be changed using only one of the change coefficient Ka corresponding to the brake hydraulic pressure Pbr and the change coefficient Kb corresponding to the load degree Ld, or the change coefficients Ka and Kb may be changed. In addition, the correction amount Nd may be changed using any one or more of a change coefficient corresponding to the road surface gradient and a change coefficient corresponding to the load amount.
Although the description of the vehicle transmission control device according to one embodiment of the present invention has been completed above, the present invention is not limited to the above embodiment.

  For example, in the above embodiment, the output rotation speed Ntf output after being filtered by the filter section 30 is converted into the converted rotation speed Ncc by the converted rotation speed calculation section 32 and then converted by the converted rotation speed correction section 36. Although the correction is made according to the acceleration Gr, the output side rotational speed Ntf output after being filtered by the filter unit 30 is corrected according to the actual acceleration Gr and then converted into the converted rotational speed. good.

A block diagram of such a modification is shown in FIG. In FIG. 7, the same reference numerals are given to the portions common to the block diagram of the above embodiment shown in FIG. 2, and the converted rotation speed calculation unit 32 and the converted rotation speed correction unit 36 in the above embodiment have output rotations. The number correction unit 44 and the converted rotation number calculation unit 46 are replaced.
Here, description of portions common to the above embodiment will be omitted, and the functions of the output rotation speed correction unit 44 and the converted rotation speed calculation unit 46 will be mainly described.

  The output rotation speed correction unit 44 performs an actual acceleration calculation unit before converting the output rotation speed Ntf that has been filtered by the filter unit 30 and converted into a conversion rotation speed corresponding to the rotation speed on the output side of the clutch 4. 34 is corrected in accordance with the actual acceleration Gr obtained at 34, and is obtained by the hydraulic pressure Pbr of the brake device detected by the brake hydraulic pressure sensor 28 and the load degree calculation unit 40 in addition to the output rotational speed Ntf and the actual acceleration Gr. The load degree Ld is input.

The correction amount for the output rotation speed Ntf is set according to the actual acceleration Gr in the same relationship as the correction amount Nd in the converted rotation speed correction unit 36 of the above embodiment. However, since the correction target is the output rotational speed Ntf before conversion into the converted rotational speed, the magnitude of the correction amount is different from that in the above embodiment.
Further, the correction amount set according to the actual acceleration Gr is the change coefficient Ka set according to the brake hydraulic pressure Pbr and the change coefficient Kb set according to the load degree Ld, as in the above embodiment. After the change is made by multiplying the larger one, the subtraction is made from the output rotation speed Ntf to obtain the corrected output rotation speed Ntc.

The corrected output rotational speed Ntc obtained by the output rotational speed correcting section 44 is sent to the converted rotational speed calculating section 46, which converts the input speed of the transmission 6, that is, the clutch based on the gear ratio of the target gear. 4 is calculated and output to the clutch control unit 42.
As described above, the output rotation speed correction unit 44 corrects the output rotation speed Ntf according to the actual acceleration Gr, and the correction amount is changed according to the brake hydraulic pressure Pbr and the load degree Ld. The converted rotation speed Ncv obtained by the converted rotation speed calculation unit 46 is corrected according to the actual acceleration Gr, and the correction amount is changed according to the brake hydraulic pressure Pbr and the load degree Ld.

  Since the relationship between the actual acceleration Gr and the correction amount and the relationship between the brake hydraulic pressure Pbr and the load degree Ld and the change coefficients Ka and Kb are the same as those in the above embodiment, the correction and the correction amount are changed. As a result, similarly to the above embodiment, it is possible to obtain a converted rotational speed Ncv that substantially matches the virtual converted rotational speed Nx corresponding to the actual rotational speed on the output side of the clutch 4.

  Therefore, the clutch control unit 42 controls the engine 2 so that the converted rotational speed Ncv obtained in this way matches the engine rotational speed detected by the engine rotational speed sensor 26, that is, the clutch input rotational speed Neng. By connecting the clutch 4 when the converted rotational speed Ncv and the input-side rotational speed Neng are substantially the same, the clutch 4 can be smoothly connected without causing a shock, and the burden on the clutch 4 can be reduced. Thus, the durability of the clutch 4 can be improved.

  In the above-described embodiments and modifications, the output rotational speed of the transmission 6 is converted into a converted rotational speed corresponding to the rotational speed on the input side of the transmission 6, that is, the output side of the clutch 4, and the input side of the clutch 4 is converted. The clutch 4 is connected when the rotational speed substantially matches the converted rotational speed, but the rotational speed on the input side of the clutch 4 corresponds to the rotational speed on the output side of the transmission 6 based on the gear ratio of the target gear. The clutch 4 may be connected when the converted rotational speed substantially matches the rotational speed on the output side of the transmission.

  In this case, the output rotational speed Ntf of the transmission 6 is corrected according to the actual acceleration Gr in the same manner as in the above modification, and the correction amount is changed according to the brake hydraulic pressure Pbr and the load degree Ld. A corrected output rotational speed Ntc is obtained. Then, the engine rotational speed detected by the engine rotational speed sensor 26, that is, the clutch input rotational speed Neng is converted into a converted rotational speed corresponding to the rotational speed on the output side of the transmission 6 on the basis of the gear ratio of the target shift stage. The engine 2 is controlled so that the rotational speed matches the corrected output rotational speed Ntc, and the deviation between the converted rotational speed and the corrected output rotational speed Ntc becomes a predetermined value (for example, several tens of rpm) or less, and the converted rotational speed is The clutch 4 is connected when it substantially coincides with the corrected output rotational speed Ntc.

By doing in this way, similarly to the said embodiment and modification, the clutch 4 can be connected smoothly, without producing a shock, the burden of the clutch 4 can be reduced, and durability of the clutch 4 can be improved. it can.
In the above embodiment, the converted rotation speed is not corrected according to the actual acceleration Gr when the vehicle is not in the decelerating running state. However, the same correction may be performed when the vehicle is not in the decelerating running state. good. In this case, the correction amount may be determined in accordance with the travel acceleration before the clutch 4 is disconnected, and the converted rotational speed may be increased by this correction amount.

In the case of shifting the gear position during vehicle acceleration, when the clutch 4 is disengaged, the transmission of the driving force to the drive wheels 14 is interrupted and the vehicle is not accelerated, so the converted rotation speed is set to the actual acceleration Gr. If the correction amount is corrected as it is, correction is excessively performed as described above, and there is a possibility that consistency with the actual rotational speed cannot be obtained.
Therefore, when the converted rotational speed is corrected in accordance with the actual acceleration Gr even when the vehicle is not decelerated, the correction amount is changed in accordance with the time elapsed since the clutch 4 was disconnected. Is required.

If the correction amount is set appropriately in this way, even when the vehicle is not decelerated, the converted rotational speed is corrected according to the actual acceleration Gr, so that the clutch 4 can smoothly move without causing a shock. Thus, the load on the clutch 4 can be reduced and the durability of the clutch 4 can be improved.
In the above-described embodiment, the present invention is applied to a vehicle in which the driving force output from the transmission 6 is transmitted to the driving wheels 14 via the propeller shaft 8. The present invention is particularly useful in a vehicle having such a propeller shaft 8, but the present invention can also be applied to a vehicle not having a propeller shaft, and the same effects as those in the above embodiment can be obtained. Can do.

Furthermore, although the engine 2 is a diesel engine in the above embodiment, the type of the engine is not limited to this, and a drive source other than the engine such as an electric motor may be used.
In the above embodiment, the first-order lag filter is used for the filter unit 30. However, the filter format is not limited to this.

Further, in the above embodiment, the brake hydraulic pressure is detected as the braking force by the brake device, but the magnitude of the braking force is not limited to the brake hydraulic pressure, and for example, the pedaling force applied to the brake barrel is detected. Alternatively, various known methods can be employed.
Also, the brake device is not limited to the hydraulic type, and for example, when the brake device is configured by a pneumatic type, the air pressure may be detected as a braking force.

It is a principal part block diagram of the vehicle carrying the transmission control apparatus which concerns on one Embodiment of this invention. It is a block diagram of the part which performs rotation speed synchronous control in vehicle ECU. It is a graph which shows the relationship between the real acceleration Gr and the correction amount Nd. It is a graph which shows the change of conversion rotation speed Ncc and virtual conversion rotation speed Nx during deceleration of a vehicle. It is a graph which shows the relationship between brake oil pressure Pbr and change coefficient Ka. It is a graph which shows the relationship between the load degree Ld and the change coefficient Kb. It is a block diagram which shows the modification of FIG.

Explanation of symbols

2 Engine (Power source)
4 Clutch 6 Transmission 8 Propeller Shaft 14 Drive Wheel 16 Vehicle ECU (Control Unit)
24 output speed sensor (output speed detection means)
26 Engine speed sensor (input speed detection means)
28 Brake hydraulic pressure sensor (braking force detection means)
30 Filter section (output rotation speed detection means)
34 Actual acceleration calculation unit (acceleration detection means)
40 Load degree calculation unit (load degree detection means)

Claims (7)

A driving source that outputs driving force;
A transmission capable of shifting the driving force from the driving source and transmitting the driving force to the driving wheels of the vehicle when one of the plurality of gears is selected;
The driving force is disposed between the driving source and the transmission, and transmits the driving force output from the driving source to the transmission when in a connected state, while the transmission from the driving source is in the disconnected state. A clutch that cuts off transmission of driving force to the machine,
Input rotational speed detection means for detecting the rotational speed on the input side of the clutch and outputting as the clutch input rotational speed;
An output rotation speed detecting means for detecting the rotation speed on the output side of the transmission, performing a filtering process and removing a high frequency component, and outputting the output rotation speed of the transmission;
Acceleration detecting means for detecting the running acceleration of the vehicle;
When switching from the selected gear position to the target gear position in the transmission, the output speed output by the output speed detecting means is determined based on the gear ratio of the target gear speed on the output side of the clutch. After converting to the rotational speed and correcting with the correction amount corresponding to the travel acceleration detected by the acceleration detecting means to obtain the converted rotational speed, disconnecting the clutch and switching the gear position of the transmission, Control means for connecting the clutch when the clutch input rotational speed output from the input rotational speed detection means substantially coincides with the converted rotational speed by controlling a drive source. Shift control device. A driving source that outputs driving force;
A transmission capable of shifting the driving force from the driving source and transmitting the driving force to the driving wheels of the vehicle when one of the plurality of gears is selected;
The driving force is disposed between the driving source and the transmission, and transmits the driving force output from the driving source to the transmission when in a connected state, while the transmission from the driving source is in the disconnected state. A clutch that cuts off transmission of driving force to the machine,
Input rotational speed detection means for detecting the rotational speed on the input side of the clutch and outputting as the clutch input rotational speed;
An output rotation speed detecting means for detecting the rotation speed on the output side of the transmission, performing a filtering process and removing a high frequency component, and outputting the output rotation speed of the transmission;
Acceleration detecting means for detecting the running acceleration of the vehicle;
When switching from the gear stage currently selected in the transmission to the target gear stage, the clutch input rotational speed output by the input rotational speed detection means is determined based on the gear ratio of the target gear stage. The output rotational speed of the transmission output from the output rotational speed detecting means is converted into a converted rotational speed corresponding to the rotational speed on the side by a correction amount corresponding to the traveling acceleration detected by the acceleration detecting means. When a corrected output speed is obtained by correcting, the clutch is disengaged and the gear position of the transmission is switched, and then the converted rotational speed substantially matches the corrected output speed by controlling the drive source. And a control means for connecting the clutch to the vehicle. A braking force detecting means for detecting a braking force generated by the vehicle braking device;
3. The vehicle transmission control device according to claim 1, wherein the control unit changes the correction amount according to the braking force detected by the braking force detection unit. Load degree detection means for detecting a load degree based on a comparison between the estimated traveling acceleration calculated based on the operating state of the engine and the speed stage currently selected by the transmission and the traveling acceleration detected by the acceleration detection means. Prepared,
4. The vehicular speed change control device according to claim 1, wherein the control means changes the correction amount in accordance with the load degree detected by the load degree detection means. Further comprising a slope detecting means for detecting the slope of the road surface on which the vehicle travels;
4. The vehicular transmission control apparatus according to claim 1, wherein the control unit changes the correction amount in accordance with the gradient detected by the gradient detection unit. A load amount detecting means for detecting the load amount of the vehicle;
6. The transmission control apparatus for a vehicle according to claim 1, wherein the control unit changes the correction amount in accordance with the load amount detected by the load amount detection unit.   The vehicle transmission control device according to claim 1, wherein the vehicle transmits a driving force output from the transmission to a driving wheel via a propeller shaft.

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