JP4993409B2 - Power unit controller - Google Patents

Description

  The present invention relates to a control device for a power unit, which is a cooperative control of a power unit in which an engine and a stepped transmission are connected via a clutch, and in a shift control process for changing the speed of the stepped transmission, Output control of the engine that quickly establishes the gear, and in particular, the electronic gear that optimizes the amount of intake air supplied to the engine at the time of a downshift in which the target gear stage (next stage) becomes lower and the engine speed increases. The present invention relates to a power unit control device that performs throttle control.

Some vehicles are always meshed transmissions for improving fuel efficiency, and include a mechanism that can automatically shift, select, and clutch, and adjust engine generated torque with an electronic throttle valve. In this case, when the shift start determination is performed, the clutch release operation is performed, and the electronic throttle valve is controlled so that the throttle opening can be converged to the vicinity of the target throttle opening, and the clutch engagement shock is alleviated at the end of the shift. Have been doing that.
In addition, the vehicle shift control device has a target synchronization converted on the input shaft necessary for synchronizing the output shaft rotation speed and the input shaft rotation speed at the time of shifting for the purpose of reducing the capacity of the transmission gear synchronization device. The target engine speed, which is the rotational speed, is calculated from the vehicle speed and the gear ratio of the target shift speed, and when the manual shift speed is neutral, the engine speed is synchronized with the target engine speed when the clutch is engaged. In some cases, so-called double clutch control is performed by operating the electronic throttle valve so that the input shaft rotational speed matches the allowable range of the target engine rotational speed, and then the gear shifts to the target shift stage (next stage).

2. Description of the Related Art Conventionally, an automatic transmission has a structure including a friction clutch, a gear transmission, and an actuator for driving the friction clutch and the gear transmission, and determines a target gear position according to the driving state of the vehicle. However, when the actual gear position and the target gear position do not coincide with each other, some actuators execute a required gear shifting operation.
The throttle control device for an internal combustion engine has a structure that is connected to a manual transmission when the clutch is engaged, and when the vehicle speed is determined to be greater than or equal to a predetermined value when the clutch is released, the detected throttle opening is the throttle opening when the clutch is engaged. In some cases, the throttle valve is calculated so as to be greater than the degree, and the throttle valve is driven based on the calculated throttle opening.
The vehicle shift control device has a structure in which an automatic clutch that interrupts transmission of power by a clutch actuator is disposed between the constant-mesh automatic transmission and the engine, and when the automatic clutch is released by the double clutch shift control means, the clutch Some actuators do not move to the complete cutting point.
In a shift control apparatus and shift method for an automatic transmission, a clutch between an engine and a transmission and a synchronization mechanism for switching a gear meshing mode of the transmission are automatically operated by a hydraulic or electric actuator. In the structure, at the time of a shift in which the sleeve is synchronously meshed with the idler gear that rotates at a lower speed than the rotation speed of the sleeve, the rotation speed of the idler gear is increased by controlling the clutch and the accelerator opening, In some cases, the second actuator is driven in this state to synchronize the sleeve and the gear piece.
In the automatic transmission control method of the gear type transmission, in the control employing the double clutch operation method, in order to eliminate the shift delay to the target shift stage due to the lack of the synchronous capacity of the transmission gear during the downshift, Can be completed in a short time.
Japanese Patent Publication No. 7-35135 JP 2005-330868 A JP 2003-112541 A JP 2000-337494 A Japanese Patent Laid-Open No. 11-291895

Conventionally, the shift control is performed as shown in the time chart of FIG.
As shown in FIG. 15, when a downshift command is generated at time point a in FIG. 15 and an MT (manual) shift at the time of downshifting is generated, the engine speed is set to the target synchronous speed from time point b in FIG. By controlling the electronic throttle valve so that it matches a certain target engine speed (= vehicle speed equivalent speed * AT (automatic) gear ratio of the target gear stage * MT (manual) gear ratio of the target gear stage) The intake air volume is adjusted.
However, the deviation between the target engine speed and the actual engine speed increases due to the delay in the intake air amount to the engine after the operation of the electronic throttle valve in the section g in the figure. In addition, the feedback amount integral value of the throttle operation amount is accumulated. Since the release of the feedback amount integral value is started for the first time at the time point c in the figure after the actual engine speed reaches the target engine speed, the electronic throttle valve is closed after the actual engine speed reaches the target engine speed. However, overshoot of the engine speed occurs due to the influence of the accumulated feedback amount integrated value. This engine speed overshoot becomes more noticeable due to the residual air after the electronic throttle valve is closed. As a result, the convergence of the actual engine speed to the target engine speed is delayed, and the shifting time is not stabilized. become longer. In addition, in order to shorten the shift time, when the double clutch control is performed at the time point d in the figure where the engine speed does not match the target engine speed, and the gear position of the target gear stage is engaged at the time point e in the figure. Because the clutch output shaft speed does not match the target engine speed, the gear shifts to the target gear stage, resulting in a mechanical burden on the synchronization mechanism, increasing the capacity of the synchronization device, and completing the shift. There was a problem that the clutch engagement shock occurred. In order to shorten the shift time, a clutch engagement shock occurs when the clutch is directly connected at time f in the figure where the engine speed does not match the target engine speed.
In addition, as a countermeasure against overshoot by accumulating the feedback amount integral value of the throttle operation amount described above, when the throttle operation amount feedback control for matching the actual engine speed to the target engine speed is not performed, the target throttle operation amount Therefore, it is necessary to measure the setting data in advance in detail, and depending on atmospheric pressure, electrical load, etc., the engine speed does not converge to the target engine speed. There was a problem inducing an extension.

  Accordingly, an object of the present invention is to unify the total shift time required to complete a shift, such as during a shift involving an artificial shift operation, to the same time without depending on the manual operation, and to change the shift time in each shift process. Unifying the same time without depending on the gear position, and suppressing the engine speed fluctuation in the gear shifting process to enable early clutch engagement and shortening the total gear shifting time, An object of the present invention is to provide a control device for a power unit that reduces the mechanical load when the clutch is engaged early by matching the engine speed to the target engine speed or its allowable range.

The present invention has a stepped transmission having an always-meshing gear stage that has an automatic shift operation means when a shift stage change is caused by a shift judgment, and that can automatically shift based on the shift operation of the shift operation means. And a power unit provided with an engine having a throttle opening control device and a fuel supply control device, and a clutch that is interposed between the stepped transmission and the engine and can be automatically connected and released. , A shift control function for controlling the stepped transmission based on the shift operation of the shift operation means, and a throttle opening control capable of controlling the throttle opening by the throttle opening control device reflecting an artificial throttle operation In a power unit control device provided with a control means provided with a function and a clutch control function for controlling the clutch release operation,
The control means includes
The engine speed feedback control is performed during the shift operation, and at the start of the shift operation, one target engine speed that is finally converged after the shift is set, and the engine is set based on the set target engine speed. Inclination limit feedback control, which sets and updates a pseudo target for rotation speed feedback control to limit the amount of change in engine speed per unit time, is set to a plurality of different inclination restrictions desired according to the shift pattern, and is used for shift operation. When the clutch is released, the tilt limit feedback control is performed,
In addition, the basic target engine speed is calculated, and a basic target engine speed filter value obtained by performing a first-order lag filter process based on the calculated basic target engine speed is set and executed during a shift operation. the engine rotational speed feedback control, said constituted by a second control stage for the first target control step and the basic target engine speed filter value for the gradient limit, the second from the first control stage The transition to the control stage is made when the engine speed multiplied by the inclination coincides with the basic target engine speed filter value.

  The control device for a power unit according to the present invention reduces accumulation of a feedback amount integral value of a wasteful throttle opening resulting from a delay in intake air amount to the engine after operation of an electronic throttle valve, and achieves a target engine having an actual engine speed. The followability to the rotational speed can be improved.

The purpose of this invention is to reduce the accumulation of the feedback amount integral value of useless throttle opening, and to improve the followability of the actual engine speed to the target engine speed, the target gear stage (next stage) is lowered, This is realized by executing control of an electronic throttle valve that optimizes the amount of intake air supplied to the engine during a downshift in which the engine speed increases.
Hereinafter, embodiments of the present invention will be described in detail and specifically with reference to the drawings.

1 to 14 show an embodiment of the present invention.
In FIG. 1, 1 is a vehicle, and 2 is a power unit mounted on the vehicle 1. The power unit 2 includes an engine 3, a stepped transmission 4, and a starting clutch 5 that is a clutch.
The engine 3 is capable of changing the engine torque regardless of human operation, and includes a throttle opening control device 7 provided with an electronic throttle valve 6 capable of electronically controlling the throttle opening, and electronically. It has a fuel supply control device 9 provided with a fuel injection valve 8 capable of controlling the fuel injection amount.
The stepped transmission 4 has an artificial shift operation means and an automatic shift operation means when a shift stage is changed due to a shift determination, and can always shift automatically based on the shift operation of the shift operation means. It has a meshing gear. The stepped transmission 4 is applicable to a transmission such as an automatic transmission capable of manual transmission and a manual transmission capable of automatic transmission, and changes the gear position. Specifically, the stepped transmission 4 has an artificial shift operation means, and when the shift stage is changed by the shift operation means, and also when not operating, Two or more sets of continuously meshed gears that have automatic shift operation means that automatically control the shift in any case when the shift stage is changed by the shift determination function based on the condition, and that can automatically shift. A type gear stage is provided.
The starting clutch 5 is interposed between the stepped transmission 4 and the engine 3 and can automatically connect and release the stepped transmission 4 and the engine 3. The driving force generated by the engine 3 is transmitted from the starting clutch 5 to the left and right drive axles 11 and 11 by the differential 10 through the stepped transmission 4 and drives the left and right drive wheels 12 and 12 to drive the vehicle 1. Let it run.

The vehicle 1 is equipped with a control device 13 for the power unit 2. The control device 13 includes control means 14. The control unit 14 includes a transmission control unit (TCU) 15, an engine control unit 16, and an electronic throttle control unit 17, and the stepped transmission is operated by the transmission control unit 15 based on a shift operation of a shift operation unit (shift lever or the like). 4, a throttle opening control function capable of controlling the throttle opening by the throttle opening control device 7 reflecting the artificial throttle operation, and the connection release of the starting clutch 5 by the transmission control device 15 And a clutch control function for controlling the operation.
The shift control device 15 operates the stepped transmission 4 to control the shift, and operates the start clutch 5 to control the connection release.
The engine control device 16 controls the drive stop of the fuel injection valve 8, controls the fuel injection valve 8 based on the engine torque command value input from the connected shift control device 15, and connects the connected electronic A throttle opening command is output to the throttle control device 17.
The electronic throttle control device 17 constitutes a throttle opening control device 7 together with the electronic throttle valve 6, and controls the throttle opening of the electronic throttle valve 6, and is based on a throttle opening command input from the engine control device 16. Then, the throttle opening of the electronic throttle valve 6 is controlled, and the amount of intake air to the engine 3 is adjusted to control the engine torque.
The exchange of various signals between the transmission control device 15 and the engine control device 16 is performed by communication, for example. Further, various signals are exchanged between the engine control device 16 and the electronic throttle control device 17 by, for example, communication.

The shift control device 15 is in accordance with the range (for example, R, P, N, D, 2 etc.) selected by the manual operation of the shift lever, which is a manual shift operation means, and when the shift lever is not operated. Even so, the gear position of the stepped transmission 4 is switched according to various driving conditions of the vehicle 1, and the start clutch 5 is disconnected.
An electronic throttle control device 17 is connected to the speed change control device 15 via an engine control device 16, and as various sensors, an engine speed sensor 18, a vehicle speed sensor 19, an automatic speed change input side speed sensor 20, an automatic A shift output side rotational speed sensor 21, a manual shift output side rotational speed sensor 22, a shift position switch 23, a throttle opening sensor 24, an accelerator opening sensor 25, and a select switch 26 are connected.
The engine speed sensor 18 detects the rotational speed of a crankshaft 35 (described later) of the engine 3 as the engine speed.
The vehicle speed sensor 19 detects the transmission output rotation speed as the speed (vehicle speed) of the vehicle 1.
The automatic transmission input side rotational speed sensor 20 detects a clutch output rotational speed (transmission input rotational speed) of the start clutch 5 that is input to a planetary gear type transmission unit 32 described later.
The automatic transmission output side rotational speed sensor 21 detects an output rotational speed (transmission output rotational speed) output from a planetary gear type transmission unit 32 described later.
The manual transmission output side rotational speed sensor 22 detects the output rotational speed of the parallel shaft gear type transmission unit 33.
The shift position switch 23 detects the travel range (R, P, N, D, 2 etc.) selected by manual operation on the shift lever.
The throttle opening sensor 24 detects the throttle opening that is the opening state of the electronic throttle valve 6.
The accelerator opening sensor 25 detects the accelerator opening (the degree of depression of the accelerator pedal).
The select switch 26 detects a select position (select LO position, select HI position) of a shift select mechanism 69 (to be described later) of the parallel shaft gear transmission 33.
The speed change control device 15 inputs various signals (engine speed, throttle opening, etc.) from the connected engine control device 16, and inputs various signals such as engine speed from the various sensors 18 to 26 connected thereto. Then, the stepped transmission 4 and the starting clutch 5 are controlled.

As shown in FIGS. 2 and 4, the stepped transmission 4 includes a first input shaft 28, a second input shaft 29, an output shaft 30, a reverse idler shaft 31, and two rows of planetary gears in a transmission case 27. A planetary gear type transmission unit (AT (automatic) transmission unit) 32 having a row and a parallel shaft gear type transmission unit (MT (manual) transmission unit) 33 having two or more sets of constantly meshing gears are provided. .
The first input shaft 28 is connected at one end side to a crankshaft 35 of the engine 3 via a flywheel 34 with a damper, provided with an oil pump 36 in the middle, and opposed to the planetary gear type transmission unit 32 at the other end side. Yes. The oil pump 36 is driven by the rotation of the crankshaft 35 to generate hydraulic pressure.
The second input shaft 29 is disposed on an extension of the axis on the other end side of the first input shaft 28 and is pivotally supported by the transmission case 27.
The output shaft 30 is disposed in parallel with the first input shaft 28 and the second input shaft 29 and is pivotally supported by the transmission case 27.
The reverse idler shaft 31 is disposed in parallel with the first input shaft 28 and the second input shaft 29 and is attached to the transmission case 27.

The planetary gear type transmission unit 32 is disposed on the side of the second input shaft 29 that is close to the first input shaft 28, and transmits the rotation of the first input shaft 28 to the second input shaft 29. The planetary gear type transmission unit 32 is a Simpson type constituted by two rows of a first planetary gear train 37 and a second planetary gear train 38.
The first planetary gear train 37 is pivotally supported by a first ring gear 39 rotatable around the second input shaft 29 and a first carrier 40 fixed to the second input shaft 29 so as to be first supported. The first pinion gear 41 meshed with the ring gear 39 and the first sun gear 42 pivotally supported by the second input shaft 29 and meshed with the first pinion gear 41 are configured.
The second planetary gear train 38 is pivotally supported by a second ring gear 43 fixed to the second input shaft 29 and a second carrier 44 rotatable about the second input shaft 29, and is supported by the second ring gear 43. The second pinion gear 45 that meshes with the second input shaft 29 and the second sun gear 46 that pivotally supports the second input shaft 29 and meshes with the second pinion gear 45. The first sun gear 42 of the first planetary gear train 37 and the second sun gear 46 of the second planetary gear train 38 are integrally connected.
The planetary gear type transmission unit 32 is provided with a frictional start clutch 5 that is operated by the transmission control device 15 between the first ring gear 39 and the first input shaft 28. The planetary gear type transmission unit 32 is provided with a frictional band brake 47 that is hydraulically operated between the first and second sun gears 42 and 46 and the transmission case 27, and the first and second A friction type direct clutch 48 is provided between the two sun gears 42, 46, the first ring gear 39 and the starting clutch 5. Further, the planetary gear type transmission unit 32 is provided with a one-way clutch 49 between the second carrier 44 and the transmission case 27 to prevent rotation in the reverse direction.

  The starting clutch 5 intermittently drives the driving force transmitted from the engine 3 to the stepped transmission 4. The band brake 47 and the direct clutch 48 are used in combination with the one-way clutch 49 to shift the planetary gear type transmission unit 32 from the first speed to the third speed. That is, as shown in FIG. 3, the planetary gear type transmission unit 32 is shifted to the first speed and the second speed by the release of the band brake 47, and is changed to the second speed and the third speed by the connection release of the direct clutch 48. The Further, at the first speed, the one-way clutch 49 acts to prevent the planetary gear type transmission unit 32 from rotating in the reverse direction.

A parallel shaft gear which is on the side farther from the engine 3 than the planetary gear type transmission unit 32 and transmits the rotation of the second input shaft 29 to the output shaft 30 between the second input shaft 29 and the output shaft 30. A type transmission unit 33 is provided. The parallel shaft gear type transmission unit 33 includes a third gear stage 50, a fourth speed gear stage 51, a fifth speed gear stage 52, and a reverse gear stage 53, which are always meshing gear stages.
The third speed gear stage 50 includes a second input shaft side third speed gear 54 fixed to the second input shaft 29 and an output shaft side third speed gear 55 rotatably supported by the output shaft 30. . The fourth speed gear stage 51 includes a second input shaft side fourth speed gear 56 fixed to the second input shaft 29, and an output shaft side fourth speed gear 57 rotatably supported on the output shaft 30. . The fifth speed gear stage 52 includes a second input shaft side fifth speed gear 58 rotatably supported on the second input shaft 29 and an output shaft side fifth speed gear 59 fixed to the output shaft 30. .

The reverse gear stage 53 includes a second input shaft side reverse gear 60 fixed to the second input shaft 29, an output shaft side reverse gear 61 provided in a non-rotatable manner on the output shaft 30, and an axial direction on the reverse idler shaft 31. The second input shaft side reverse gear 60 and the output shaft side reverse gear 61 are rotatably supported and pivotally supported to be able to engage and disengage from the reverse idler gear 62.
A third speed / fourth speed switching mechanism 63 is provided on the output shaft 30 between the output shaft side third speed gear 55 and the output shaft side fourth speed gear 57. The three-speed / four-speed switching mechanism 63 includes a three-speed / four-speed shift sleeve 64 that is engaged with the output shaft 30 so as to be axially movable and non-rotatable. The third speed / fourth speed switching mechanism 63 moves the third speed / fourth speed shift sleeve 64 in the axial direction and selectively engages either the output shaft side third speed gear 55 or the output shaft side fourth speed gear 57. By disengaging, the output shaft side third speed gear 55 and the output shaft side fourth speed gear 57 are selectively fixed and released with respect to the output shaft 30, and either the third speed gear stage 50 or the fourth speed gear stage 51 is set. Switch.
Note that the output shaft side reverse gear 61 is provided integrally with the third-speed / four-speed shift sleeve 64. Thereby, the output shaft side reverse gear 61 is provided on the output shaft 30 so as not to rotate.
A fifth speed switching mechanism 65 is provided on the second input shaft 29 on the transmission case 27 side of the second input shaft side fifth speed gear 58. The 5-speed switching mechanism 65 has a 5-speed shift sleeve 66 that is engaged with the second input shaft 29 so as to be axially movable and non-rotatable. The fifth speed switching mechanism 65 moves the fifth speed shift sleeve 66 in the axial direction to disengage from the second input shaft side fifth speed gear 58, thereby causing the second input shaft side fifth speed gear 58 to move to the second input shaft. 29 is fixedly released and switched to the fifth gear stage 52.
The reverse gear stage 53 is provided with a reverse switching mechanism 67. The reverse switching mechanism 67 has a reverse shift sleeve 68 integrated with the reverse idler gear 62. The reverse switching mechanism 67 moves the reverse idler gear 62 in the axial direction of the reverse idler shaft 31 by the reverse shift sleeve 68 to engage and disengage from the second input shaft side reverse gear 60 and the output shaft side reverse gear 61. Switch to reverse gear stage 53.
The third speed / fourth speed shift sleeve 64, the fifth speed shift sleeve 66 and the reverse shift sleeve 68 are connected to the valve body below the transmission case 27 via the third speed / fourth speed transmission mechanism and the fifth speed / reverse transmission mechanism. The shift select mechanism 69 is provided.

  As shown in FIG. 5, the shift select mechanism 69 includes a shift and select shaft 70 that is supported by the valve body so as to be movable in the axial direction and rotatable about the shaft. A shift and select lever 71 for selectively operating each of the shift sleeves 64, 66, and 68 is fixed to the shift and select shaft 70, and the shift and select lever 71 is sandwiched from both sides of the shift and select shaft 70. An interlock plate 72 for preventing malfunction is mounted so as to be rotatable around the shaft, and a return spring 73 for urging the shift and select shaft 70 in the direction of the 3rd speed and 4th speed select position is mounted. Rotating levers 74 are fixed to rotate in the three-speed shift position, five-speed shift position, four-speed shift position, and reverse shift position.

In this shift select mechanism 69, as shown in FIG. 6, when the shift and select shaft 70 is selected and the select switch 26 is turned on and the select HI hydraulic pressure is applied, the shift and select shaft 70 is moved to the fifth speed / reverse select position ( When the select HI hydraulic pressure is released when the select switch 26 is turned OFF, the shift and select shaft 70 is moved to the 3rd and 4th speed select position (select LO) by the spring force of the return spring 73 (select LO force). Position).
In the shift select mechanism 69, the shift and select shaft 70 is shifted. As shown in FIG. 6, when the select HI hydraulic pressure is applied when the select switch 26 is turned on, the shift and select shaft 70 is moved to the fifth speed / reverse select position. When the select switch 26 is turned off and the select HI hydraulic pressure is released when the select switch 26 is turned OFF, the shift and select shaft 70 is moved to the 3rd / 4th speed select position (select) by the spring force of the return spring 73 (select LO force). (LO position).
At this time, the turning lever 74 is moved to the third speed / fourth speed select position and the fifth speed / reverse select position by the spring force of the return spring 73 and the pressing force of the selection hydraulic pressure, respectively, and the third speed / At the 4th speed select position and the 5th speed / reverse select position, the shift hydraulic pressure is moved to the 3rd speed shift position, 5th speed shift position, 4th speed shift position, and reverse shift position, respectively.
Thereby, as shown in FIG. 6, the shift select mechanism 69 moves the shift and select lever 71 to the 3rd speed / 4th speed select position and the 5th speed / reverse select position, respectively, and the 3rd speed shift position / 5 It is moved to the speed shift position and the 4th speed shift position / reverse shift position, respectively, and the parallel shaft gear type transmission unit 33 is moved through the shift sleeves 64, 66, 68 to the 3rd speed, 4th speed, 5th speed, and reverse shift stages. Shift to. That is, as shown in FIG. 3, the parallel shaft gear-type transmission unit 33 is shifted to the third speed and the fourth speed by the movement of the third speed / fourth speed shift sleeve 64, and is changed to the fifth speed by the movement of the fifth speed shift sleeve 66. The speed is changed, and the speed is changed to reverse by the movement of the reverse shift sleeve 68.

As shown in FIG. 3, the stepped transmission 4 is a first to fifth reverse gear, depending on the combination of the speed change by the planetary gear type speed change unit 32 and the speed change of the parallel shaft gear type speed change unit 33. Configure. At the first speed, the first gear stage is configured as “the planetary gear type transmission unit 32 is the first speed” * “the parallel shaft gear type transmission unit 33 is the third speed”. At the second speed, the second speed stage is configured as “the planetary gear type transmission unit 32 is the second speed” * “the parallel shaft gear type transmission unit 33 is the third speed”. At the third speed, the third speed stage is configured as “the planetary gear type transmission unit 32 is the third speed” * “the parallel shaft gear type transmission unit 33 is the third speed”. At the fourth speed, the fourth speed stage is configured as “the planetary gear type transmission unit 32 is the third speed” * “the parallel shaft gear type transmission unit 33 is the fourth speed”. At the fifth speed, the fifth speed stage is configured as “the planetary gear type transmission unit 32 is the third speed” * “the parallel shaft gear type transmission unit 33 is the fifth speed”. At the time of reverse, the reverse stage is configured as “planetary gear type transmission unit 32 is second speed” * “parallel shaft gear type transmission unit 33 is reverse”. At the neutral time, the neutral stage is configured as “the planetary gear type transmission unit 32 is set to the first speed” * “the parallel shaft gear type transmission unit 33 is set to the neutral”.
As shown in FIGS. 2 and 4, the stepped transmission 3 is provided with a final reduction drive gear 75 at the engine 3 side end of the output shaft 30, and a final reduction driven gear meshing with the final reduction driven gear 75. A gear 76 is attached to the differential 10 that is pivotally supported by the transmission case 27. The differential 10 is connected to one end side of the left and right drive axles 11 and 11. The left and right drive axles 11 and 11 communicate with the left and right drive wheels 12 and 12 on the other end side.

  As shown in FIG. 7, in the control means 14, a basic target engine speed calculation unit 14 </ b> A and an inclination limit amount setting unit 14 </ b> B for inputting the vehicle speed, the target shift speed, and the current shift speed, and a basic target engine speed calculation unit. 14A, the basic target engine speed filter value calculation unit 14C, the tilt limit target engine speed calculation unit 14D, the basic target engine speed filter value calculation unit 14C, and the tilt limit target. The target engine speed calculator 14E that has been in contact with the engine speed calculator 14D, the target engine speed calculator 14E, and the vehicle speed, accelerator opening, and other input information (such as a brake switch) are input. A required throttle opening calculation unit 14F that outputs the required throttle opening to the electronic throttle control device 17 is provided.

Then, the control means 14 performs engine speed feedback control during the shift operation, and sets one target engine speed as a target to be finally converged after the shift at the start of the shift operation. Inclination limit feedback control that sets and updates a pseudo target for engine speed feedback control based on the engine speed and limits the amount of change in engine speed per unit time. When the clutch is released by the starting clutch 5 accompanying the shift operation, the tilt limit feedback control is performed.
Further, the control means 14 sets the gradient in the gradient limiting feedback control to a different gradient according to the shift pattern by giving a predetermined different engine speed change amount over time, while the basic target before and after the shift. The upper limit of the gradient is set to reflect the deviation of the engine speed, and the upper limit of the gradient corresponding to the shift pattern is selected and set as the tilt reference value of the tilt limit (see FIGS. 12 and 13).
Further, the control means 14 sets a basic target engine speed filter value that has been subjected to a first-order lag filter process based on the basic target engine speed, and performs engine speed feedback control in a first control step based on inclination limitation. And a second control stage that targets the basic target engine speed filter value, and the transition from the first control stage to the second control stage is calculated by multiplying the inclination by the engine speed. The time point when the basic target engine speed filter value matches.
Furthermore, the control means 14 engages the clutch when the actual engine speed matches the basic target engine speed in the second control stage, releases the clutch immediately after this clutch engagement, and then performs the next shift. Gear in to the stage.

In other words, in this embodiment, shifting, selecting and clutch operations are automatically performed during shifting, and downshifting in an always-meshing automatic transmission (automatic MT) having a mechanism capable of adjusting the engine generated torque by the electronic throttle valve 6 is performed. The purpose is to improve transmission performance.
For this reason, it is a proposal to quickly converge the engine speed by operating the electronic throttle valve 6 to the target engine speed in the neutral state of the clutch release after manual shift and manual (MT) shift stage, Considering the delay of the intake air amount to the engine 3 after the operation of the electronic throttle valve 6, the delay of the intake air amount to the engine 3 after the operation of the electronic throttle valve 6 is given by giving a gradient to the target engine speed. This makes it possible to prevent the accumulation of the feedback amount integral value of the unnecessary throttle operation amount accompanying the increase of the actual engine speed and the followability to the target engine speed. The inclination of the target engine speed is set for each vehicle speed and shift pattern, so that stable shift performance can be secured for all downshifts.
Further, when the engine speed reaches the target engine speed, the overshoot of the engine speed caused by the release delay of the residual air after closing the electronic throttle valve 6 and the feedback amount integrated value of the accumulated throttle operation amount. In order to prevent this, the first engine lag filter process is applied to the target engine speed to moderate the amount of operation of the electronic throttle valve 6, and the electronic throttle valve 6 is made smooth when the engine speed reaches the target engine speed. The throttle valve can be throttled and the integrated value of the feedback amount of the electronic throttle valve 6 can be released early, so that the engine speed can be quickly synchronized with the target engine speed.
Further, the target engine speed is calculated based on the vehicle speed and the gear ratio of the target gear, and after the engine speed matches the target engine speed, the starting clutch 5 is engaged so that the meshing is always performed. A so-called double clutch control is performed to synchronize the input shaft rotational speed and the output shaft rotational speed of the type gear transmission, and a gear-in operation is performed without imposing a mechanical burden on the synchronization mechanism.

Next, control of a power unit is demonstrated based on the flowchart of FIG.
As shown in FIG. 8, when the program of the control means 14 is started (step A01), various kinds of signals are fetched (step A02), and whether or not a shift request for changing the manual (MT) shift stage is generated. Is determined (step A03). The determination of the shift request is executed by a shift map determined by, for example, the vehicle speed and the accelerator opening.
When this step A03 is NO and a shift request for changing the manual (MT) shift speed is not generated, a normal target engine speed calculation process is performed (step A04).
If the step A03 is YES and a shift request for changing the manual (MT) shift stage is generated, it is determined whether or not the shift is a downshift (step A05).
When this step A05 is NO and an upshift, an upshift target engine speed calculation process is executed (step A06).
If YES in step A05, downshift target engine speed calculation processing is executed (step A07).
After the processing of Step A04, Step A06, and Step A07, the program is terminated (Step A08).

The normal target engine speed calculation process in step A04 of FIG. 8 is performed as shown in FIG.
As shown in FIG. 9, when the normal target engine speed calculation processing program starts (step B01), the basic target engine speed is calculated (step B02). This basic target engine speed is given by the following equation.
Basic target engine speed = car speed equivalent speed * MT (manual) gear ratio of the current gear stage * AT (automatic) gear ratio of the current gear stage (Equation 1)
Then, after calculating the basic target engine speed, the target engine speed is calculated (step B03).
In this embodiment, the calculated basic target engine speed is set as a normal target engine speed.
After calculating the target engine speed, the program is terminated (step B04).

Further, the downshift target engine speed calculation process in step A07 of FIG. 8 is performed as shown in FIG.
As shown in FIG. 10, when the downshift target engine speed calculation processing program starts (step C01), the starting clutch 5 is released in parallel with the start of this program.
Then, the basic target engine speed is calculated (step C02). This basic target engine speed is given by the following equation.
Basic target engine speed = speed equivalent to vehicle speed * MT gear ratio of target gear stage * AT gear ratio of target gear stage (Equation 2)
After the calculation of the basic target engine speed, when the engine speed reaches the basic target engine speed, it is generated by the accumulated feedback amount integrated value of the throttle operation amount and the residual air after the electronic throttle valve 6 is closed. In order to prevent overshooting of the engine speed to be performed, a filter coefficient for performing the first-order lag filter processing of the basic target engine speed is set (step C03).
Here, in the filter coefficient to be set, as shown in FIG. 11, as the filter coefficient becomes smaller, the basic target engine speed after the first-order lag filter becomes a smooth waveform. When the engine speed reaches the basic target engine speed, if the engine speed reaches the basic target engine speed, the change in the slope of the basic target engine speed after the primary filter processing is large. As a result, residual air after the electronic throttle valve 6 is closed, and overshoot of the engine speed due to the release delay of the integrated value of the throttle operation amount feedback occurs. For this reason, when the engine speed reaches the basic target engine speed, the maximum value within a range in which overshoot of the engine speed does not occur is set as the filter coefficient setting value.
Then, after setting the filter coefficient, for example, the basic target engine speed filter value is calculated as follows (step C04).
Basic target engine speed filter value = (1−filter coefficient) * previous basic target engine speed filter value + basic target engine speed * filter coefficient (Equation 3)
However, 0 ≦ filter coefficient ≦ 1
After calculating the basic target engine speed filter value, the deviation of the basic target engine speed before and after the shift is calculated in order to perform an inclination limiting process described below (step C05).
The deviations in the basic target engine speed before and after the shift are the normal target engine speed calculated from the normal target engine speed calculated in the above (Equation 1) and the basic target engine during the downshift. Using the number of revolutions, it is calculated as follows:
Basic target engine speed deviation before and after the shift = Basic target engine speed-Normal target engine speed deviation After calculating the deviation of the basic target engine speed before and after the shift, a stable shift for all downshifts In order to ensure the performance (shift time), as shown in FIG. 12, the inclination limit amount of the target engine speed is set by the deviation of the basic target engine speed before and after the shift (step C06).
After setting the target engine speed tilt limit amount, the target engine speed after tilt control is calculated (step C07).
The target engine speeds (Ra, Rb, Rc) after the tilt restriction are, as shown in FIG. 13, until the engine speed reaches the basic target engine speed calculated by the above (Equation 2). The target engine speed is limited by the slopes (Ka, Kb, Kc) set in step C06, and after the engine speed reaches the basic target engine speed, the basic value calculated by (Equation 2) above is used. The target engine speed is set so as to be the target engine speed. In FIG. 13, the time S for which the target engine speed (Ra, Rb, Rc) after tilt restriction reaches the basic target engine speed is set in advance, and the shift (a, b, c) is It is an arbitrary value.
After the calculation of the target engine speed after tilt restriction, the basic target engine speed filter value calculated in the above (Equation 3) is used for the slope restriction for the target engine speed calculation process described below. It is determined whether or not the engine speed is higher than the rear target engine speed (step C08).
If this step C08 is YES and the basic target engine speed filter value calculated in the above (Equation 3) is higher than the target engine speed after tilt restriction, the operation of the electronic throttle valve 6 immediately after the start of the shift is performed. In order to prevent the accumulation of the feedback amount integral value of the throttle operation amount, which is caused by the delay of the intake air amount to the subsequent engine 3, the target engine speed after tilt restriction is set as the target engine speed (step C09). .
On the other hand, when step C08 is NO and the basic target engine speed filter value calculated in the above (Expression 3) is equal to or less than the target engine speed after tilt restriction, the engine speed is the above (Expression 2). When the basic target engine speed calculated in step S3 is reached, the remaining air after the electronic throttle valve 6 is closed and the engine speed overshoot generated by the release delay of the integrated throttle amount feedback value are calculated. In order to prevent this, the basic target engine speed filter value calculated in (Equation 3) above is set as the target engine speed (step C10).
After the calculation of the target engine speed in Steps C09 and C10, manual (MT) after the engine speed reaches the target engine speed in order to smoothly perform the subsequent processes from shift control to clutch engagement. In the neutral state, the start clutch 5 is once connected and the input shaft is synchronized with the target engine speed, and then the clutch operation for releasing the start clutch 5 is performed again (step C11). This is a so-called double clutch operation switching operation from the first time to the second time.
After completion of the first double clutch operation, shift control is performed to shift the gear position to the target gear position (step C12). Here, since the input shaft rotation speed is synchronized with the target engine rotation speed by the first double clutch operation, the start clutch 5 remains in the second released state of the double clutch operation without any burden on the synchronization mechanism. The gear-in operation can be performed smoothly.
After the shift control is completed, a clutch engagement process is performed (step C13). Here, since the engine speed is synchronized with the target engine speed, a smooth clutch engagement process can be performed, so that a clutch engagement shock can be applied in the second engagement of the start clutch 5 at the end of the shift. Can be relaxed.
Thereafter, the program is terminated (step C14).

That is, this control has the following features (1) to (6).
(1) At the start of the shift operation, one final target engine speed is set, and feedback control is performed with a plurality of different inclinations set as desired based on the target engine speed. Limit changes in engine speed.
(2) As shown in FIG. 13, the gradient of the target engine speed varies with a predetermined change amount of engine speed over time for different speed changes (a, b, c). (Ka, Kb, Kc) As shown in FIG. 12, when shifting is started at different vehicle speeds, shifting is started at different engine speeds, and the deviation of the basic target engine speed before and after shifting is increased or decreased. The upper limit of the gradient was changed (= the gradient selected as the reference value was changed).
(3) A basic target engine speed filter value is set together with the restriction by the inclination of the target engine speed.
(4) The engine speed feedback control is configured by a first control stage that is limited by the inclination of the target engine speed and a second control stage that targets the basic target engine speed filter value.
(5) The transition from the first control stage to the second control stage is made when the engine speed multiplied by the gradient of the target engine speed matches the basic target engine speed filter value.
(6) The clutch is engaged (and released immediately after) when the actual engine speed matches the basic target engine speed in the second control stage.

Next, the control of the power unit will be described based on the time chart of FIG.
As shown in FIG. 14, when a downshift command is generated at time h in FIG. 14 and a manual (MT) shift occurs during downshifting, the engine 3 after the electronic throttle valve 6 is operated at time i in FIG. In order to prevent accumulation of the feedback amount integral value of the throttle operation amount due to the delay in the intake air amount to (f), a tilt limit amount is set for the basic target engine speed, and the target engine speed after tilt limit is calculated.
Further, when the engine speed reaches the target engine speed, the integrated value of the throttle operation feedback accumulated value and the overshoot of the engine speed caused by the residual air after the electronic throttle valve 6 is closed are prevented. In order to achieve this, it is possible to perform a first-order lag filter process of the basic target engine speed, calculate the basic target engine speed filter value, and release the feedback amount integral value of the throttle operation amount until the basic target engine speed is reached. In addition, the operation amount of the electronic throttle valve 6 can be smoothly reduced when the engine speed reaches the basic target engine speed.
In a region where the basic target engine speed filter value is smaller than the target engine speed after tilt restriction, the basic target engine speed filter value is set as the target engine speed. In a region where the basic target engine speed filter value is larger than the target engine speed after tilt restriction, the target engine speed after tilt restriction is set as the target engine speed. As a result, at the start of shifting, the target engine speed after tilt restriction is set to the target engine speed, thereby preventing the feedback amount integral value from accumulating due to the delay in the intake air amount to the engine after the throttle operation. When the engine speed reaches the basic target engine speed, the basic target engine speed filter value is set to the target engine speed, so that the operation amount of the electronic throttle valve 6 is reduced and the feedback amount of the throttle operation amount is obtained. By enabling the early release of the integral value, it is possible to prevent overshoot of the engine speed due to the influence of the residual air after the electronic throttle valve 6 is closed and the feedback amount integral value of the accumulated throttle operation amount. As a result, the engine speed can be quickly converged to the target engine speed, so that a series of a gear-in operation to the target gear stage after the double clutch control at time j in FIG. As the operation proceeds smoothly, the shift time can be shortened and a smooth shift feeling can be ensured. Furthermore, by setting the tilt limit amount of the basic target engine speed based on the basic target engine speed before and after the shift, it is possible to ensure the same shift feeling in all shifts. Therefore, the feedback integral value is utilized so as to reflect the necessary feedback integral value without reflecting the useless feedback amount integral value but at the time of clutch engagement or the like.
In FIG. 14, by setting and controlling the time T1 to be uniform, the time T2 can be substantially uniform, and the shift feeling can be improved. Further, at time j in the figure, the feedback amount integral value is utilized, the actual engine speed coincides with the target engine speed at an early stage, and overshoot of the engine speed can be prevented.

That is, in this embodiment, the following configurations (1) to (7) are adopted.
(1) A mechanism that automatically shifts, selects, and clutches with an always-meshing transmission, and that can adjust engine-generated torque with an electronic throttle valve 6; In order to keep track of the engine speed at all times, the basic target engine speed is subjected to tilt restriction and first-order lag filtering, and after the engine speed reaches the target engine speed, the basic target engine speed is set as the target engine speed. The electronic throttle valve 6 is operated.
(2) The electronic throttle valve 6 is operated in the neutral state of the clutch disengagement after the downshift and the manual (MT) shift stage.
(3) The basic target engine speed during shifting is
Vehicle speed equivalent rotation speed * AT gear ratio of the target gear stage * MT gear ratio of the target gear stage
In other cases, the basic target engine speed is
Represented by vehicle speed equivalent rotation speed * AT gear ratio of current shift speed * MT gear ratio of current shift speed.
(4) In order to prevent the accumulation of the feedback amount integral value of the throttle operation amount, which is caused by the delay of the intake air amount to the engine 3 after the operation of the electronic throttle valve 4 during the downshift, A value obtained by limiting the inclination of the basic target engine speed by the deviation of the engine speed is set as a target engine speed after inclination restriction.
(5) The inclination limitation of the basic target engine speed is calculated based on the basic target engine speed deviation before and after the shift, and the engine speed reaches the basic target engine speed for all downshifts. Is set to be equal to each other to ensure a stable shift time.
(6) At the time of downshift, when the engine speed reaches the basic target engine speed, it is generated due to the delay in releasing the feedback integral value of the accumulated throttle operation amount and the residual air after the electronic throttle valve 6 is closed. In order to prevent overshooting of the engine speed, the basic target engine speed subjected to the first-order lag filter processing is set as the basic target engine speed filter value.
(7) According to the above (4) to (6), at the time of downshifting and at the start of shifting, accumulation of the feedback amount integral value due to the delay of the intake air amount to the engine 3 after the operation of the electronic throttle valve 6 is prevented. Therefore, the target engine speed after tilt restriction is set as the target engine speed, and when the engine speed reaches near the basic target engine speed, the accumulated feedback amount of the throttle operation amount is delayed, and the electronic throttle In order to prevent overshoot of the engine speed due to residual air after the valve 6 is closed, the basic target engine speed filter value is set as the target engine speed. For this purpose, the target engine speed after tilt restriction is compared with the basic target engine speed filter value, and the lower speed is set as the target engine speed.

By adopting such a configuration, in this embodiment, there are the following specific effects (1) to (4).
(1) At the time of downshift, taking into account the delay of the intake air amount to the engine 3 after the throttle operation, by limiting the inclination to the basic target engine speed, the deviation between the engine speed and the target engine speed is reduced. Therefore, accumulation of the feedback amount integral value of the throttle operation amount can be prevented, and the followability of the engine speed to the target engine speed is improved. (2) The inclination limit amount applied to the basic target engine speed is set to the deviation of the basic target engine speed before and after the shift so that the time for the engine speed to reach the target engine speed is constant in all downshifts. By setting each time, it is possible to reduce the difference in speed change performance depending on the driving situation (vehicle speed, speed change pattern).
(3) When the engine speed reaches the basic target engine speed, the engine speed generated by the release delay of the accumulated feedback amount integrated value of the throttle operation amount and the residual air after the electronic throttle valve 6 is closed In order to prevent overshooting of the engine, first-order lag filter processing is performed on the basic target engine speed, and the basic target engine speed filter value is set to the target engine speed, thereby reducing the electronic throttle operation amount and engine speed. Number overshoot can be prevented. In addition, by setting the filter coefficient to the maximum value within a range where engine speed overshoot does not occur, the engine speed is quickly converged to the target speed.
(4) By setting the lower one of the target engine speed after tilt limitation and the basic target engine speed filter value as the target engine speed, the engine speed is constantly set to the target engine speed from the start to the end of the shift. Therefore, it is possible to prevent accumulation of the feedback amount integral value due to a delay in the intake air amount to the engine 3 after the operation of the electronic throttle valve 6 at the start of the downshift, and the engine speed is the basic target engine speed. The engine speed can be prevented from overshooting due to the release delay of the integrated value of the feedback amount of the throttle operation amount accumulated when the electronic throttle valve is reached and the residual air after the electronic throttle valve 6 is closed. It converges early to the number of revolutions. As a result, when the double clutch control is performed, a smooth gear-in operation can be performed without imposing a mechanical burden on the target gear position synchronization mechanism, and a smooth clutch engagement process after the gear-in can be performed.

Although the embodiments of the present invention have been described above, the configuration of the above-described embodiments will be described for each claim.
First, in the invention according to claim 1, the control means 14 performs engine speed feedback control during the shift operation, and sets one target engine speed as a target to be finally converged after the shift at the start of the shift operation. On the other hand, slope limit feedback control is performed in accordance with the shift pattern by setting and updating a pseudo target for engine speed feedback control based on the set target engine speed to limit the amount of change in engine speed per unit time. Thus, a plurality of different desired tilt limits are set, and the tilt limit feedback control is performed when the clutch is released accompanying the shift operation.
As a result, accumulation of the integral value of the feedback amount of the unnecessary throttle opening resulting from the delay of the intake air amount to the engine 3 after the operation of the electronic throttle valve 5 can be reduced, and the target engine of the actual engine speed can be reduced. The followability to the rotational speed can be improved.
Further, in the invention according to claim 2, the control means 14 makes the gradient in the gradient limiting feedback control different from the gradient depending on the shift pattern by giving a predetermined different engine speed change amount over time. On the other hand, the upper limit of the gradient is set to reflect the deviation of the basic target engine speed before and after the shift, and the upper limit of the gradient corresponding to the shift pattern is selected and set as the tilt reference value of the tilt limit. (See FIGS. 12 and 13).
As a result, stable speed change performance can be ensured for all speed changes (downshifts).
Further, in the invention according to claim 3, the control means 14 sets a basic target engine speed filter value obtained by performing a first-order lag filter process based on the basic target engine speed, and performs engine speed feedback control. The first control step by tilt restriction and the second control step targeting the basic target engine speed filter value, the transition from the first control step to the second control step, It is assumed that the engine speed multiplied by the inclination coincides with the basic target engine speed filter value.
As a result, the accumulation of the feedback amount integral value can be reduced early, the followability of the actual engine speed to the target engine speed can be improved, and the overshoot of the engine speed can be reduced or eliminated. Furthermore, by applying the first-order lag filtering process, the second half of the step-like change can be made gentle and asymptotic, so that the control of the electronic throttle valve 6 can be made smooth, and as a result, It is possible to realize feedback control that is very similar to open control.
Furthermore, in the invention according to claim 4, the control means 14 engages the clutch when the actual engine speed coincides with the basic target engine speed in the second control stage, and immediately after the clutch engagement. The clutch is released, and then the gear is engaged to the next gear stage.
As a result, the input shaft rotational speed and the output shaft rotational speed of the constantly meshing gear stage of the stepped transmission 4 are synchronized with the engine speed, the mechanical load of the synchronization mechanism of the constantly meshing gear stage is reduced, and durability is improved. Can be secured.

  Although the present invention controls the actual engine speed by calculating the target engine speed, the present invention is also applied to a device that controls the actual engine speed by calculating the target operation amount of the electronic throttle valve. be able to.

It is a system block diagram of the control apparatus of a vehicle and a power unit. It is a skeleton figure of a stepped transmission. It is a figure explaining the speed change operation of a stepped transmission. It is sectional drawing of a stepped transmission. It is a perspective view of a shift select mechanism. It is a figure explaining the shift operation and select operation of a shift select mechanism. It is a control block diagram of the control means of the control apparatus of a power unit. It is a flowchart of control of a power unit. It is a flowchart of a normal time target engine speed calculation process. It is a flowchart of a target engine speed calculation process at the time of downshift. It is a figure explaining a basic target engine speed filter value. It is a figure explaining the setting of the inclination limitation amount of a target engine speed. It is a figure explaining the target engine speed after inclination restriction. It is a time chart of control of a power unit. It is a time chart of control of a power unit in the past.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Power unit 3 Engine 4 Stepped transmission 5 Start clutch 6 Electronic throttle valve 7 Throttle opening control device 8 Fuel injection valve 9 Fuel supply device 13 Power unit control device 14 Control means 15 Shift control device 16 Engine control device 17 Electronic Throttle control device 32 Planetary gear type transmission unit (AT (automatic) transmission unit)
33 Parallel shaft gear type transmission (MT (manual) transmission)

Claims (2)

A stepped transmission having an always-meshing-type shift stage that has an automatic shift operation means when the shift stage is changed by the shift judgment and can be automatically shifted based on the shift operation of the shift operation means; A power unit including an engine having a degree control device and a fuel supply control device, and a clutch that is interposed between the stepped transmission and the engine and that can be automatically connected and released; A shift control function for controlling the stepped transmission based on a shift operation of the means, a throttle opening control function capable of controlling a throttle opening with the throttle opening control device reflecting an artificial throttle operation, In a power unit control device provided with a control means provided with a clutch control function for controlling the clutch release operation,
The control means includes
The engine speed feedback control is performed during the shift operation, and at the start of the shift operation, one target engine speed that is finally converged after the shift is set, and the engine is set based on the set target engine speed. Inclination limit feedback control, which sets and updates a pseudo target for rotation speed feedback control to limit the amount of change in engine speed per unit time, is set to a plurality of different inclination restrictions desired according to the shift pattern, and is used for shift operation. When the clutch is released, the tilt limit feedback control is performed,
In addition, the basic target engine speed is calculated, and a basic target engine speed filter value obtained by performing a first-order lag filter process based on the calculated basic target engine speed is set and executed during a shift operation. the engine rotational speed feedback control, said constituted by a second control stage for the first target control step and the basic target engine speed filter value for the gradient limit, the second from the first control stage The control unit for a power unit is characterized in that the transition to the control stage is a time point when the engine speed multiplied by the inclination coincides with the basic target engine speed filter value.   The control means engages the clutch when the actual engine speed matches the basic target engine speed in the second control stage, releases the clutch immediately after the clutch engagement, and then shifts to the next shift stage. 2. The power unit control device according to claim 1, wherein gear-in is performed.

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