Engine Control Apparatus Clutch Shift Shock Suppression
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Solution Overview
Problem
Existing engine control systems fail to effectively synchronize engine rotational speed with transmission input speed when the clutch is released during gear shifting, leading to shift shock due to incomplete clutch pedal depression detection.
Innovation Solution
An engine control apparatus with an operation detecting component, vehicle speed detecting component, input transmission rotational speed computing component, clutch depression amount detecting component, and rotational speed synchronization control component, which computes and adjusts engine speed to match the target rotational speed based on detected clutch pedal depression amounts, ensuring synchronization even when the clutch pedal is not fully depressed.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a single clutch pedal switch with a high depression threshold is used to reliably detect clutch release, then detection reliability is improved, but the switch fails to detect partial depression states, causing shift shock
Solution Approach 1:
The single clutch pedal switch is segmented into multiple switches (first clutch pedal switch and second clutch pedal switch) with different depression thresholds. The first switch detects full depression (disconnect position) while the second switch detects partial depression, together providing comprehensive detection of all clutch states without missing the intermediate region that caused shift shock.
2Reliability
If the clutch pedal switch threshold is set high to avoid false detection, then false detection is reduced, but the rotational speed synchronization control is not executed during partial depression, causing shift shock
Solution Approach 1:
The system executes rotational speed synchronization control in advance during partial clutch depression (when the second switch is ON but first is OFF) before the clutch is fully released. This preliminary synchronization ensures that when the clutch connects, the engine and transmission speeds are already matched, preventing shift shock from occurring.
3Device complexity
If rotational speed synchronization control is only executed when the clutch is fully depressed, then control simplicity is maintained, but shift shock occurs during partial depression gear shifting
Solution Approach 1:
The control system dynamically adjusts its behavior based on the clutch depression state detected by the switches. When the second switch is ON (partial depression), the system executes rotational speed synchronization control. When the first switch is ON (full depression), the system executes normal clutch release control. This dynamic adaptation eliminates shift shock while maintaining appropriate control for each operational phase.
Data Source
AI summary
An engine control apparatus controls an engine rotational speed to a target rotational speed by using a detected input side transmission rotational speed of a manual transmission as the target rotational speed upon detecting a clutch pedal depression amount during shifting being equal to or larger than a first prescribed depression amount, which is equal to or larger than a depression amount corresponding to a clutch disconnect position. The engine rotational speed is controlled to the target rotational speed by using the smaller of a computed transmission rotational speed (based on vehicle speed and gear ratio using a shift position) and the detected input side transmission rotational speed, upon detecting the clutch pedal depression amount during shifting being smaller than the first prescribed depression amount and larger than a second prescribed depression amount, which is smaller than the depression amount corresponding to the clutch disconnect position.