JP2008151230A - Device and method for controlling automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device and method for controlling an automatic transmission, smoothly changing a clutch engagement method according to a change in an accelerator operation or engine speed. <P>SOLUTION: A transmission control unit 100 is provided with a required torque estimating means 120, an input torque estimating means 130, and a clutch control means 140. The clutch control means 140 changes clutch engagement start timing according to the required torque and a size relation between the engine speed and an input shaft rotational speed. Also, the clutch control means 140 changes a parameter for half-clutch control according to the engine speed when the clutch is engaged. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an automatic transmission control apparatus and control method, and more particularly to an automatic transmission control apparatus suitable for controlling a clutch disposed between an engine and an automated transmission in an automobile powertrain. And a control method.

  Manual transmissions often used in automobiles are small, light and highly efficient. The transmission is connected to the engine via a clutch. A system that automates these transmissions and clutches is generally called automatic MT (AMT: Automated Manual Transmission), and is expected as a next-generation transmission system that can achieve both fuel consumption reduction and easy drive.

  In the automatic MT, a control method at the time of clutch engagement is important in order to improve the ride comfort of the occupant. For example, Japanese Patent Application Laid-Open No. 2004-270944 discloses a method of controlling a clutch so that inertial running is realized in an engine brake operation state. In this method, when the accelerator pedal is operated when the vehicle deviates from inertial running, the clutch is engaged after the engine rotational speed becomes higher than the rotational speed of the input shaft of the transmission. According to this method, when the driver depresses the accelerator pedal, the engine speed decreases due to the engagement of the clutch, so that a positive inertia torque is generated and the acceleration torque can be increased.

JP 2004-270944 A

  However, in order to realize the method described in Japanese Patent Application Laid-Open No. 2004-270944, it is necessary to accurately estimate the torque required by the driver and smoothly change the clutch engagement method according to changes in the accelerator operation. is there.

  Also, depending on the size of the engine speed, the clutch can be quickly engaged with emphasis on quick response in the high engine speed range, and the clutch can be engaged with smooth clutch engagement with the emphasis on shock relaxation at the time of clutch engagement. Since a driver | operator's request | requirement changes, it is necessary to change the fastening method of a clutch smoothly according to the change of an engine speed.

  A first object of the present invention is to provide an automatic transmission control device and control method capable of smoothly changing a clutch engagement method in accordance with an accelerator operation.

  A second object of the present invention is to provide a control device and a control method for an automatic transmission that can smoothly change a clutch engagement method in accordance with changes in engine speed.

(1) In order to achieve the first object, the present invention provides a clutch that transmits engine torque to an input shaft of a transmission and an automatic transmission control device that controls the transmission, and includes a driver Detected by required torque estimating means for detecting or estimating torque required by the engine, input torque estimating means for detecting or estimating torque input to the clutch, engine speed, input shaft speed, and the required torque estimating means Or an estimated required torque and clutch control means for controlling the clutch in accordance with the input torque detected or estimated by the input torque estimating means, wherein the clutch control means includes the required torque and the engine speed. And the engagement start timing of the clutch are changed according to the magnitude relationship between the rotational speed of the input shaft and the input shaft.
With this configuration, the clutch engagement method can be smoothly changed according to the accelerator operation.

(2) In order to achieve the second object, the present invention provides a clutch for transmitting engine torque to an input shaft of a transmission and an automatic transmission control device for controlling the transmission. Detected by required torque estimating means for detecting or estimating torque required by the engine, input torque estimating means for detecting or estimating torque input to the clutch, engine speed, input shaft speed, and the required torque estimating means Alternatively, the estimated required torque and clutch control means for controlling the clutch in accordance with the input torque detected or estimated by the input torque estimation means, the clutch control means, when engaging the clutch, The half-clutch control parameters are changed according to the engine speed.
With this configuration, the clutch engagement method can be smoothly changed according to changes in the engine speed.

(3) In order to achieve the first object, the present invention provides a clutch for transmitting torque of an engine to an input shaft of a transmission and an automatic transmission control method for controlling the transmission. , The rotational speed of the input shaft, the torque required by the driver, the torque controlled by the driver according to the torque input to the clutch, and the torque required by the driver and the rotational speed of the engine The engagement start timing of the clutch is changed according to the magnitude relationship of the rotational speed of the input shaft.
With this method, the clutch engagement method can be smoothly changed according to the accelerator operation.

(4) In order to achieve the second object, the present invention provides a clutch for transmitting engine torque to an input shaft of a transmission and an automatic transmission control method for controlling the transmission. , The rotational speed of the input shaft, the torque required by the driver, and the torque input to the clutch, the clutch is controlled and the engine speed is set when the clutch is engaged. The parameters of the half clutch control are changed according to the above.
This method makes it possible to smoothly change the clutch engagement method in accordance with changes in the engine speed.

  According to the present invention, the clutch engagement method can be smoothly changed according to the accelerator operation.

  Further, according to the present invention, the clutch engagement method can be smoothly changed in accordance with changes in the engine speed.

Hereinafter, the configuration and operation of an automatic transmission control device according to an embodiment of the present invention will be described with reference to FIGS.
First, the configuration of an automobile system using the automatic transmission control device according to the present embodiment will be described with reference to FIG.
FIG. 1 is a system configuration diagram showing a configuration of an automobile system using a control device for an automatic transmission according to an embodiment of the present invention.

  In the engine 1, an intake air amount is controlled by an electronic control throttle 2 (comprising a throttle valve, a drive motor, and a throttle sensor) provided in the intake pipe 3, and a fuel amount corresponding to the air amount is a fuel injection device (not shown). Is injected from. Further, the ignition timing is determined from signals such as the air-fuel ratio and the engine speed determined from the air amount and the fuel amount, and ignition is performed by an ignition device (not shown). The fuel injection device has an intake port method in which fuel is injected into an intake port or an in-cylinder injection method in which fuel is directly injected into a cylinder, and is determined by an operating range (engine torque and engine speed) required for the engine. It is desirable to select an engine that can reduce fuel consumption and has good exhaust performance.

  An input clutch 5 is interposed between the crankshaft 4 of the engine 1 and the input shaft 6 of the transmission 7. By controlling the pressing force of the input clutch 5, the input clutch 5 is controlled between the crankshaft 4 and the input shaft 6. The transmitted torque can be adjusted. Further, by releasing the pressing force of the input clutch 5, power transmission between the crankshaft 4 and the input shaft 6 can be interrupted. The input clutch 5 is a dry single-plate clutch and is generally used for a vehicle equipped with a normal manual transmission (MT). The clutch drive unit 200 is a hydraulic actuator, and controls the pressing force of the input clutch 5 using an electromagnetic valve or the like. Further, the input clutch 5 includes a wet multi-plate clutch used in a conventional automatic transmission (AT) and an electromagnetic clutch used in a continuously variable transmission (CVT). Any clutch capable of adjusting the torque to be applied is applicable. Furthermore, as the clutch drive unit 200, an electric actuator including a motor (not shown) and a mechanical mechanism that converts the rotational motion of the motor into a linear motion may be applied.

  Thus, the power of the engine 1 is transmitted to the input shaft 6 of the transmission 7 through the input clutch 5, and the power transmitted to the input shaft 6 is transmitted to the output shaft 8 through the transmission 7. The power transmitted to the output shaft 8 is transmitted to the tire 11 via the final gear 9 and the axle 10.

  The transmission 7 is an automation of a normal manual transmission MT, and is a shift operation that is conventionally performed by a driver using an actuator or the like. As described above, a system that automates the clutch / shift operation in the conventional MT is called automatic MT (AMT: Automated Manual Transmission), and is expected as a next-generation transmission that realizes fuel efficiency reduction.

  Next, the transmission control unit 100 of the present invention will be described.

  The transmission control unit 100 includes an input interface 110, a required torque estimation unit 120, an input torque estimation unit 130, a clutch control unit 140, and an output interface 150.

  The transmission control unit 100 inputs a signal such as a LAN (Local Area Network) or a sensor signal, and performs a bit rate conversion process or a sensor voltage to physical value conversion process at the input interface 110. The required torque estimating means 120 estimates the driver's required torque TTIN according to the accelerator opening APS and the engine speed NE.

  The input torque estimating means 130 estimates the input torque STIN input to the input clutch 5 according to the engine speed NE and the estimated engine torque STEG estimated by an engine control unit (not shown) or the like. The clutch control means 140 corresponds to the required torque TTIN estimated by the required torque estimation means 120, the input torque STIN estimated by the input torque estimation means 130, the rotational speed NE of the engine 1 and the rotational speed NI of the input shaft 6. A clutch target torque TTCL is calculated.

  The output interface 150 performs output processing for converting the clutch target torque TTCL calculated by the clutch control means 140 into an operation command value such as a voltage.

  The clutch drive unit 200 controls the pressing force of the input clutch 5 in accordance with the operation command value output by the transmission control unit 100.

Next, the configurations and processing contents of the required torque estimating means 120 and the input torque estimating means 130 in the control apparatus for the automatic transmission according to the present embodiment will be described with reference to FIGS.
FIG. 2 is a block diagram showing the configuration of required torque estimation means and input torque estimation means in the automatic transmission control apparatus according to one embodiment of the present invention. FIG. 3 is a flowchart showing the processing contents of the required torque estimation means in the automatic transmission control apparatus according to the embodiment of the present invention. FIG. 4 is a flowchart showing the processing contents of the input torque estimating means in the automatic transmission control apparatus according to the embodiment of the present invention.

In FIG. 2, the required torque estimating means 120 calculates the pre-filter required torque TTDRV based on a map mTTDRV (,) 122 with interpolation using the accelerator opening APS and the engine speed NE as input parameters. Further, a predetermined change amount restriction process is performed on the calculated pre-filter required torque TTDRV by the change amount restriction processing unit 124, and a low-pass filter process is performed by the low-pass filter processing unit 126 to calculate the required torque TTIN. .
The input torque estimating means 130 calculates the engine inertia torque TIEG by obtaining the differential value of the engine speed NE by the differentiating means 132 and multiplying this differential value by the inertial mass Ie around the crankshaft 4 by the multiplying means 134. To do. Then, the subtracting means 136 calculates the estimated input torque STIN by subtracting the engine inertia torque TIEG from the estimated engine torque STEG.

  FIG. 3 shows the processing contents of the required torque estimation means 120.

  First, in step S301, the accelerator opening APS and the engine speed NE calculated by the input interface 110 are read. Next, in step S302, the pre-filter required torque TTDRV is calculated using the map mTTDRV (,) with interpolation based on the accelerator opening APS and the engine speed NE read in step S301.

Next, in step S303, it is determined whether or not a condition C1) of the following expression (1) is satisfied.

TTDRV−TTDRVLz ≧ cTTDRV (1)

If it is determined that the condition C1) is satisfied, the process proceeds to step S304. If the condition C1) is not satisfied, the process proceeds to step S305.

In step S304, an increase side change amount limiting process is performed using the following equations (2) and (3).

TTDRVL = TTDRVLz + cTTDRV (2)

Limiter TTDRVL ≦ TTDRV (3)

Here, TTDRVL is the requested torque after the amount of change restriction, and TTDRVLz is the previous value (the value before one cycle).

On the other hand, in step S305, the decrease side change amount limiting process is performed using the following equations (4) and (5).

TTDRVL = TTDRVLz−cTTDRV (4)

Limiter TTDRVL ≧ TTDRV (5)

Next, in step S306, a low-pass filter process is performed on the required torque TTDRVL after the amount of change using Expression (6) to calculate the required torque TTIN.

TTIN = k1 × TTDRVL + (1−k1) × TTINz (6)

Here, TTINz is the previous value of the required torque TTIN, and k1 is a weighting factor of the filter.

  Note that it is desirable to set the change amount limiting process and the low-pass filter process according to the performance required for the automobile system and the performance of the actuator to be used.

  FIG. 4 shows the processing contents of the input torque estimating means 130.

  First, in step S401, the engine speed NE and the estimated engine torque STEG calculated by the input interface 110 are read. Next, in step S402, the engine speed change amount (dNE / dt) is calculated by dividing the difference between the engine speed NE and the previous value NEz by the control period Ts.

  Next, in step S403, the engine inertia torque TIEG is calculated by multiplying the change amount (dNE / dt) of the engine speed calculated in step S402 by the inertial mass Ie of the crankshaft. Next, in step S404, the input torque STIN is calculated by dividing the engine inertia torque TIEG from the estimated engine torque STEG.

  In this way, the torque input to the input clutch 5 can be estimated with higher accuracy by taking into account the engine rotation change.

Next, the configuration and processing contents of the clutch control means 140 in the control apparatus for the automatic transmission according to the present embodiment will be described with reference to FIGS.
FIG. 5 is a block diagram showing the configuration of the clutch control means in the control device for the automatic transmission according to the embodiment of the present invention. FIG. 6 is a block diagram showing the configuration of the clutch target F / F torque calculation unit of the clutch control means in the control apparatus for the automatic transmission according to the embodiment of the present invention. FIG. 7 is an explanatory view of the operation of the clutch target F / F torque calculation unit of the clutch control means in the control apparatus for the automatic transmission according to the embodiment of the present invention. FIG. 8 is a flowchart showing the processing contents of the clutch target F / F torque calculation unit of the clutch control means in the control apparatus for the automatic transmission according to the embodiment of the present invention. FIG. 9 is a block diagram showing a configuration of a clutch target F / B torque calculation unit of the clutch control means in the control apparatus for the automatic transmission according to the embodiment of the present invention.

  As shown in FIG. 5, the clutch control means 140 includes a clutch target F / F (feed forward) torque calculation unit 142 and a clutch target F / B (feedback) torque means 144.

  The clutch target F / F (feed forward) torque calculation unit 142 includes a required torque TTIN calculated by the required torque estimation unit 120, an input torque STIN calculated by the input torque estimation unit 130, and an engine rotation calculated by the input interface 110. The clutch target F / F torque TTCFF is calculated based on the number NE and the input shaft rotational speed NI. Details thereof will be described later with reference to FIGS.

  The clutch target F / B (feedback) torque means 144 calculates the clutch target F / B torque TTCFB based on the engine speed NE and the input shaft speed NI calculated by the input interface 110. The clutch control means 140 calculates the clutch target torque TTCL by adding the clutch target F / B torque TTCFB to the clutch target F / F torque TTCFF. Details thereof will be described later with reference to FIG.

  Next, the configuration and processing contents of the clutch target F / F torque calculation unit 142 will be described with reference to FIG.

  The clutch target F / F torque lower limit value TTCFFMN is set according to the engine speed NE (or the target engine speed TNE calculated by the clutch target F / B torque calculation unit 144) by the table with interpolation tTTCFFMN () 142A. calculate.

  The absolute value processing means 142B performs absolute value processing on the input torque STIN calculated by the input torque estimation means 130. The selection unit 142C selects the higher value of the absolute value processed value by the absolute value processing unit 142B and the clutch target F / F torque lower limit value TTCFFMN calculated by the table with interpolation tTTCFFMN () 142A, and the clutch target The F / F torque basic value TTCFFBS is calculated.

  The subtraction means 142D calculates a differential speed SNENI between the engine speed NE and the input shaft speed NI. The clutch target torque initial value adjustment gain GTCCINI is calculated from the table tGTTCINI () 142E in accordance with the differential rotation speed SNENI. Then, the multiplication unit 142F multiplies the lower limit value TTCFFMN by the gain GTCCINI to calculate a clutch target F / F torque initial value TTCFFRLINI with a change amount restriction.

  Furthermore, the clutch target F / F torque change amount DTCFF is calculated according to the differential rotation speed SNENI and the required torque TTIN by using the map with interpolation mDTCFF (,) 142G. The adding unit 142H and the conditional branching unit 142J add the change amount DTCFF with the initial value TTCFFRLINI as the starting point, thereby calculating the clutch target F / F torque TTCFFRL with change amount restriction.

  Further, the clutch target F / F torque TTCFF is calculated by selecting the lower value of the clutch target F / F torque basic value TTCFFBS and the clutch target F / F torque TTCFFRL with change amount restriction by the selection unit 142K.

  FIG. 7 is a time chart showing a profile of the clutch target F / F torque TTCFF.

  A case where the clutch target F / F torque basic value TTCFFBS is larger than the clutch target F / F torque initial value TTCFFRLINI with a change amount restriction at the start of the clutch engagement control (t = 0) will be described.

  When the time t = 0, the initial value TTCFFRLINI is substituted as the clutch target F / F torque TTCFF, and thereafter, the clutch target F / F torque TTCFFRL with change amount restriction is substituted. After the time t = T1 when the clutch target F / F torque TTCFFRL with change amount limitation becomes larger than the clutch target F / F torque basic value TTCFFBS, the basic value TTCFFBS is substituted as the clutch target F / F torque TTCFFBS.

  The processing contents of the clutch target F / F torque calculation unit 142 will be described with reference to FIG.

  First, in step S701, the engine speed NE, the input shaft speed NI calculated by the input interface 110, the required torque TTIN calculated by the required torque estimation means 120, and the input torque estimation means 130 are calculated. Read input torque STIN.

  Next, in step S702, the clutch target F / F torque lower limit value TTCFFMN is calculated using the table with interpolation tTTFFMMN () according to the engine speed NE.

  Next, in step S703, the absolute value of the input torque STIN is substituted for the clutch target F / F torque basic value TTCFFBS. At this time, the basic value TTCFFBS is subjected to a lower limit process using the lower limit value TTCFFMN calculated in step S702.

  Next, in step S704, an adjustment gain GTCINI is calculated using the table with interpolation tGTCINI () according to the differential rotation speed SNENI between the engine rotation speed NE and the input shaft rotation speed NI.

  Next, in step S705, the torque change amount DTCFF is calculated using the map with interpolation mDTCFF (,) according to the differential rotation speed SNENI and the required torque TTIN.

  Next, in step S706, it is determined whether or not the engagement control is started. If it is determined that the engagement control is started (t = 0), the process proceeds to step S707, and the lower limit value TTCFFMN is multiplied by the adjustment gain GTCINI. Is used to calculate the clutch target F / F torque TTCFFRL with change amount limitation.

In step S706, if it is determined that the engagement control is not started (t> 0), the process proceeds to step S708, and the clutch target F / F torque TTCFFRL with change amount limitation is calculated using equation (7).

TTCFFRL = TTCFFRLz + DTCFF (7)

Here, TTCFFRLz is the previous value of TTCFFRL (the value before one cycle).

  Next, in step S709, the clutch target F / F torque TTCFFRL with change amount restriction is substituted into the clutch target F / F torque TTCFF, and the target F / F torque TTCFF is subjected to upper limit processing with the basic value TTCFFBS calculated in step S703. To finish the process.

  As described above, the control configuration shown in FIG. 6 can be realized by the flowchart of FIG. 8, and the clutch target F / F torque TTCFF is asymptotic to the estimated input torque STIN (or the lower limit value TTCFFMN) as shown in FIG. It becomes possible to make it.

  Further, by calculating the change amount DTCFF according to the differential rotation speed SNENI, it becomes possible to change the engagement speed of the clutch according to the differential rotation speed SNENI. For example, when the differential rotational speed is large, the amount of change can be set to a large value so that responsiveness is emphasized. Further, by calculating the change amount DTCFF in accordance with the required torque TTIN, which is a parameter in accordance with the driver's accelerator operation, the clutch engagement speed can be changed in accordance with the accelerator opening APS. For example, in a power-on state (a state in which the driver depresses the accelerator and the engine can be rotated by his / her own power), the clutch is gradually engaged with the differential rotational speed SNENI being positive (NE−NI> 0). Thus, a positive inertia torque can be generated to improve the feeling of acceleration. Further, in a power-off state (a state where the driver returns the accelerator pedal and the engine cannot be rotated by his / her own power), the clutch is gradually engaged with the differential rotational speed SNENI being negative (NE−NI> 0). Thus, a negative inertia torque can be generated to improve the feeling of deceleration.

  As described above, the map mDTCFF (,) 142G shown in FIG. 6 is set according to the required torque TTIN and the differential rotational speed SNENI, so that the torque required by the driver, the rotational speed of the engine, and the rotational speed of the input shaft can be determined. The clutch engagement start timing can be changed according to the magnitude relationship, and the clutch engagement method can be smoothly changed according to the change in the accelerator operation, corresponding to the first object of the present invention.

  Furthermore, a power-off state in which the estimated engine torque STEG is near zero by providing a lower limit value corresponding to the engine speed for the clutch transmission torque (a state in which the driver returns the accelerator pedal and the engine cannot increase its rotation by itself) Thus, the clutch can be securely engaged. Further, by calculating the lower limit value TTCFFMN according to the engine speed NE or the target engine speed TNE, it is possible to change the state of the half-clutch control according to the engine speed. For example, by setting the clutch transmission torque to be high at high revolutions when the engine brake is large, and setting the clutch transmission torque to be low at low revolutions when the engine brake is low, focus on responsiveness at high revolutions. Thus, the clutch can be quickly engaged, and the driving feeling can be improved by engaging the clutch smoothly with an emphasis on shock mitigation at low speeds.

  Thus, by setting the table tTTCFFMN () shown in FIG. 6 according to the engine speed NE (or the target engine speed TNE), it is possible to change the parameters of the half-clutch control according to the engine speed. In response to the second object of the present invention, the clutch engagement method can be smoothly changed in accordance with the change in the engine speed.

  Next, the configuration and processing contents of the clutch target F / B torque calculation unit 144 will be described with reference to FIG.

  The target engine speed setting unit 144A calculates the target engine speed TNE according to the engine speed NE and the input shaft speed NI. The target engine speed setting unit 144A performs the engagement control from the state where the clutch is released as shown in the time chart in the figure. In the figure, the horizontal axis represents time, and the vertical axis represents the rotational speed. Now, when the engagement control is started at point A in the figure, the engine speed NE is substituted as the initial value of the target engine speed TNE at the start of the engagement control, and thereafter, the target engine speed TNE is used as the input shaft speed NI. Asymptotically with a limited amount of change. After the target engine speed TNE asymptotically approaches the input shaft speed NI, the input shaft speed NI is substituted as the target engine speed TNE.

  The subtracting means 144B calculates a target engine speed TNE calculated by the target engine speed setting unit 144A and a deviation ENE between the engine speed NE.

  The deviation ENE of the engine speed NE is multiplied by the proportional gain KP by the multiplication means 144C, the value obtained by integrating the deviation ENE by the integration means 144D is multiplied by the integration gain KI by the multiplication means 144E, and further the differentiation means 144F. The value obtained by differentiating the deviation ENE by the multiplication means 144G and the value obtained by multiplying the differential gain KD by the multiplication means 144G are added by the addition means 144H, respectively, and the sign is inverted by the reversing means 144J, thereby obtaining the F / B torque TTCFB. calculate.

  As shown in the target engine speed setting unit 144A in FIG. 9, when NE> NI, the engine speed NE is directed toward the input shaft speed NI when the clutch is operated in the engagement direction. Therefore, it is necessary to set the sign of the F / B torque to negative by the reversing means 144J.

  As described above, the engine speed NE can be controlled by setting the target engine speed TNE and feeding back the engine speed NE to calculate the clutch target F / B torque.

Next, an example of specific control contents by the automatic transmission control device according to the present embodiment will be described with reference to FIGS. 10 and 11.
10 and 11 are time charts showing the contents of control by the automatic transmission control device according to the embodiment of the present invention. FIG. 10 shows a control method of the present embodiment in the power-on downshift (4th speed → 3rd speed). FIG. 11 shows the control method of the present embodiment in the power-off upshift (5-speed → 6-speed).

  10, the vertical axis in FIG. 10 (A) indicates the torque, the vertical axis in FIG. 10 (B) indicates the gear position, and the vertical axis in FIG. 10 (C) indicates the rotational speed. In FIG. 10, the horizontal axis indicates time t, time t1 is the time when a shift command is issued, time t2 is the time when rotation synchronization starts, time t3 is the time when shifting is complete, time t4 is the time when starting engagement, and time t5 Indicates the time of completion of fastening.

  Now, when a shift command is generated at time t1, as shown in FIG. 10 (A), the estimated engine torque STEG is gradually reduced by the engine torque-down control, and the clutch target torque TTCL is gradually increased according to the estimated engine torque STEG. To drop.

  When the torque reduction of the engine is completed at time t2, as shown in FIG. 10A, control is performed to release the clutch with the clutch target torque TTCL set to zero. From time t2, the engine speed is controlled to synchronize with the speed corresponding to the next gear (3rd speed), and the gear of the transmission is switched from the 4th speed to the 3rd speed in the same manner as the shift operation in the normal MT. Take control. As shown in FIG. 10B, the shift operation is completed at time t3 via the gear position N (neutral).

  At time t4, as shown in FIG. 10C, when the engine speed NE is greater than a predetermined threshold value, clutch engagement control is started. At this time, since the gear position is the third speed, the input shaft rotational speed NI is a rotational speed equivalent to the third speed (the rotational speed of the output shaft 8 × the third gear ratio). After starting the clutch engagement control at time t4, as shown in FIG. 10A, the engine torque is gradually returned to the driver's required torque, and the clutch engagement control is performed according to the profile shown in FIG. Do.

  In the power-on downshift, in order to ensure responsiveness to the driver's acceleration request, clutch engagement is started with the engine speed NE higher than the input shaft speed NI, and positive inertia is achieved. It is preferable to achieve an acceleration feeling by torque. Therefore, between the times t4 and t5, as shown in FIG. 10A, the clutch target torque TTCL is set to be larger than the estimated engine torque STEG.

  At time t5, as shown in FIG. 10A, the estimated engine torque STEG is recovered, and after the engine speed NE has converged to the input shaft speed NI as shown in FIG. The fastening control is terminated by adding a predetermined margin to the torque TTCL.

  Next, the control method in the power-off upshift (5-speed → 6-speed) will be described with reference to FIG.

  11, the vertical axis in FIG. 11A represents torque, the vertical axis in FIG. 11B represents gear position, and the vertical axis in FIG. 11C represents rotation speed. In FIG. 11, the horizontal axis indicates time t, time t1 is the time when a shift command is issued, time t2 is the time when rotation synchronization starts, time t3 is the time when shifting is complete, time t4 is the time when starting engagement, and time t5 Indicates the time of completion of fastening.

  When a shift command is generated at time t1, as shown in FIG. 11A, the clutch target torque TTCL is gradually decreased, and the clutch target torque TTCL is set to zero at time t2 to release the clutch. .

  From time t2, it is necessary to synchronize the rotational speed of the engine with the rotational speed corresponding to the next gear position (sixth speed), but the estimated engine torque STEG has already become negative due to the shift in the power-off state, The engine speed NE naturally decreases. Further, from time t2, control for switching the gear of the transmission from the fifth speed to the sixth speed is performed similarly to the shift operation in the normal MT. As shown in FIG. 11 (B), the shift operation is completed at time t3 via the gear position N (neutral).

  At time t4, as shown in FIG. 11C, when the engine speed NE becomes smaller than a predetermined threshold value, clutch engagement control is started. At this time, since the gear position is 6th speed, the input shaft rotational speed NI is the rotational speed equivalent to the 6th speed (the rotational speed of the output shaft 8 × the 6th gear ratio). After the clutch engagement control is started at time t4, the clutch engagement control is performed according to the profile shown in FIG.

  In the power-off upshift, in order to ensure responsiveness to the driver's deceleration request, clutch engagement is started in a state where the engine speed NE is lower than the input shaft speed NI, and negative inertia is applied. It is preferable to realize a feeling of deceleration by torque. Therefore, between the times t4 and t5, as shown in FIG. 11A, the clutch target torque TTCL is set to be larger than the absolute value of the estimated engine torque STEG, and the negative engine torque (engine brake) is set. In addition, it is necessary to transmit a negative inertia torque.

  At time t5, as shown in FIG. 11C, after the engine speed NE has converged to the input shaft speed NI, a predetermined margin is added to the clutch target torque TTCL, and the engagement control ends.

  The engine speed synchronization control shown in FIGS. 10 and 11 may be realized by setting a target speed in an engine control unit (not shown), or required for synchronization control in the transmission control unit 100. It may be realized by calculating a correct engine torque and transmitting the calculated engine torque to the engine control unit using a LAN.

  Also, immediately after the power-on downshift gear shift command is generated, the driver returns the accelerator pedal, and the power-off upshift gear shift command is operated by operating the manual gear shift mode (the mode in which the gear shift command is generated by the driver's switch operation, etc.) Suppose that occurs. For example, when a power-off downshift occurs between times t1 and t2 in FIG. 10 (during the clutch release operation), rotation synchronization control by the engine becomes unnecessary, and the engine side needs to perform a normal operation. Therefore, when it is determined whether or not the rotation synchronization control by the engine is to be executed in the transmission control unit 100, it is desirable that the determination is made by the time t2 when the clutch releasing operation or the engine torque reduction is completed.

  As described above, according to the present embodiment, in a vehicle equipped with a clutch that transmits engine torque to the input shaft of the transmission and the transmission, the engine speed, the input shaft speed, and the driving The clutch engagement method can be smoothly changed by controlling the clutch according to the torque requested by the user and the torque input to the clutch.

  Further, according to the present embodiment, according to the change of the accelerator operation by changing the clutch engagement start timing according to the torque required by the driver and the magnitude relationship between the engine speed and the input shaft speed. The clutch engagement method can be changed smoothly.

Furthermore, according to the present embodiment, when the clutch is engaged, the clutch engagement method is smoothly changed according to the change in the engine speed by changing the parameter of the half clutch control according to the engine speed. be able to.

1 is a system configuration diagram showing a configuration of an automobile system using a control device for an automatic transmission according to an embodiment of the present invention. It is a block diagram which shows the structure of the request torque estimation means and the input torque estimation means in the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the processing content of the request | requirement torque estimation means in the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the processing content of the input torque estimation means in the control apparatus of the automatic transmission by one Embodiment of this invention. It is a block diagram which shows the structure of the clutch control means in the control apparatus of the automatic transmission by one Embodiment of this invention. It is a block diagram which shows the structure of the clutch target F / F torque calculating part of the clutch control means in the control apparatus of the automatic transmission by one Embodiment of this invention. It is operation | movement explanatory drawing of the clutch target F / F torque calculating part of the clutch control means in the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the processing content of the clutch target F / F torque calculating part of the clutch control means in the control apparatus of the automatic transmission by one Embodiment of this invention. It is a block diagram which shows the structure of the clutch target F / B torque calculating part of the clutch control means in the control apparatus of the automatic transmission by one Embodiment of this invention. It is a time chart which shows the control content by the control apparatus of the automatic transmission by one Embodiment of this invention. It is a time chart which shows the control content by the control apparatus of the automatic transmission by one Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Electronically controlled throttle 3 ... Intake pipe 4 ... Crankshaft 5 ... Clutch 6 ... Input shaft 7 ... Transmission shaft 8 ... Output shaft 9 ... Final gear 10 ... Axle 11 ... Tire 100 ... Transmission control unit 110 ... Input Interface 120 ... Required torque estimation means 130 ... Input torque estimation means 140 ... Clutch control means 150 ... Output interface 200 ... Clutch drive unit

Claims (4)

A clutch for transmitting engine torque to an input shaft of a transmission and a control device for an automatic transmission for controlling the transmission,
Requested torque estimating means for detecting or estimating the torque requested by the driver;
Input torque estimating means for detecting or estimating torque input to the clutch;
Clutch control means for controlling the clutch according to the engine speed, the input shaft speed, the required torque detected or estimated by the required torque estimating means, and the input torque detected or estimated by the input torque estimating means And
The control apparatus for an automatic transmission, wherein the clutch control means changes the engagement start timing of the clutch according to the required torque and the magnitude relationship between the engine speed and the input shaft speed. A clutch for transmitting engine torque to an input shaft of a transmission and a control device for an automatic transmission for controlling the transmission,
Requested torque estimating means for detecting or estimating the torque requested by the driver;
Input torque estimating means for detecting or estimating torque input to the clutch;
Clutch control means for controlling the clutch according to the engine speed, the input shaft speed, the required torque detected or estimated by the required torque estimating means, and the input torque detected or estimated by the input torque estimating means And
The clutch control means changes a half-clutch control parameter according to the engine speed when the clutch is engaged. A clutch for transmitting engine torque to an input shaft of a transmission and a control method for an automatic transmission for controlling the transmission,
The clutch is controlled according to the engine speed, the input shaft speed, the torque required by the driver, and the torque input to the clutch,
A control method for an automatic transmission, wherein the clutch engagement start timing is changed in accordance with a torque required by a driver and a magnitude relationship between the rotational speed of the engine and the rotational speed of the input shaft. A clutch for transmitting engine torque to an input shaft of a transmission and a control method for an automatic transmission for controlling the transmission,
The clutch is controlled according to the engine speed, the input shaft speed, the torque required by the driver, and the torque input to the clutch,
A method for controlling an automatic transmission characterized in that, when the clutch is engaged, a parameter for half-clutch control is changed according to the number of revolutions of the engine.

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