CN113874639A - 变速控制方法以及变速控制系统 - Google Patents

变速控制方法以及变速控制系统 Download PDF

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Publication number
CN113874639A
CN113874639A CN201980096516.1A CN201980096516A CN113874639A CN 113874639 A CN113874639 A CN 113874639A CN 201980096516 A CN201980096516 A CN 201980096516A CN 113874639 A CN113874639 A CN 113874639A
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input shaft
speed
rotation speed
target
vehicle
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CN201980096516.1A
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CN113874639B (zh
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下山广树
上野宗利
铃木健文
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
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    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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Abstract

提供一种变速控制方法，在搭载有自动变速器的车辆中，在变速中将自动变速器的输入轴转速控制为规定的目标输入轴转速，其中，对作为变速中的所述输入轴转速的基本目标值的基本目标同步转速进行计算，在变速为降挡且存在针对车辆的驱动力请求的情况下，判定车辆的加速意图的有无，在判定为存在加速意图的情况下，将对基本目标同步转速进行增大校正所得的第1目标输入轴转速设定为目标输入轴转速，在判定为不存在加速意图的情况下，维持基本目标同步转速或者将减小校正后的第2目标输入轴转速设定为目标输入轴转速。

Description

变速控制方法以及变速控制系统
技术领域
本发明涉及变速控制方法以及变速控制系统。
背景技术
在JP2007-112350A中记载的当前的变速控制方法中，判定变速是否为滑行降挡。而且，在判定为滑行降挡的情况下，对作为变速中的输入轴转速的基本目标值的基本目标同步转速进行减小校正而设定目标输入轴转速。
发明内容
然而，根据变速中的行驶状况，即使进行上述目标输入轴转速的减小校正，输入轴转速也有可能超过最终的目标输出轴转速，在离合器接合时有可能产生变速冲击。
鉴于上述情形，本发明的目的在于提供能够抑制滑行降挡时的变速冲击的变速控制方法以及变速控制系统。
根据本发明的某个方式，提供一种变速控制方法，在搭载有自动变速器的车辆中，在变速时将自动变速器的输入轴转速控制为规定的目标输入轴转速。在该变速控制方法中，设定作为变速中的所述输入轴转速的基本目标值的基本目标同步转速，在变速为降挡且不存在针对车辆的驱动力请求的情况下，将对基本目标同步转速进行减小校正所得的校正目标输入轴转速设定为目标输入轴转速，将针对基本目标同步转速的减小校正量设定为车辆的减速度越大则其越大。
附图说明
图1是对应用本发明的实施方式所涉及的变速控制方法的车辆的结构进行说明的图。
图2是对车辆的控制系统进行说明的框图。
图3是对本实施方式的变速控制进行说明的流程图。
图4是表示变速对应图的一个例子的图。
图5是表示本实施方式的变速控制的滑行降挡中的目标输入轴转速的随时间的变化的时序图。
具体实施方式
下面，参照附图对本发明的实施方式进行详细说明。
图1是对应用本实施方式所涉及的变速控制方法的车辆100的传动系统结构进行说明的图。
如图所示，本实施方式的车辆100具有内燃发动机1、电动发电机2、自动变速器3以及分动器19。此外，在本实施方式中，由自动变速器3以及作为变速控制装置而起作用的后述的综合控制器21构成变速控制系统S。
在本实施方式的车辆100中，从前进方向的前方(车辆前方)起按顺序配置有内燃发动机1、电动发电机2以及自动变速器3。而且，内燃发动机1、电动发电机2以及自动变速器3经由输入轴ax_in而相互结合。即，本实施方式的车辆100构成为，具有内燃发动机1以及电动发电机2作为行驶驱动源的混合动力车辆。
在输入轴ax_in的内燃发动机1与电动发电机2之间的位置设置有第1离合器4。因此，能够通过该第1离合器4的接合及断开而对内燃发动机1与电动发电机2之间的动力的传递及切断进行切换。
第1离合器4由如下湿式多板离合器构成，即，利用第1电磁阀16对离合器工作油流量以及离合器工作液压连续或阶梯式地进行控制而能够变更传递扭矩容量Tc1。
自动变速器3是用于从输入轴ax_in至输出轴ax_out之间自动地进行变速的装置。具体而言，自动变速器3具有第2离合器5、输入旋转传感器12、输出旋转传感器13以及机械式油泵15。
第2离合器5可以由如下湿式多板离合器构成，即，利用第2电磁阀17对离合器工作油流量以及离合器工作液压连续或阶梯式地进行控制而能够变更传递扭矩容量Tc2。
基于来自作为变速控制装置的综合控制器21的指令对第2电磁阀17供给电磁阀电流，以使得传递扭矩容量Tc2达到期望的目标传递扭矩容量tTc2。
输入旋转传感器12对输入轴ax_in的转速(下面，也简称为“输入轴转速N_in”)进行检测。此外，输入旋转传感器12将输入轴转速N_in的检测值(下面，也称为“实际输入轴转速Nd_in”)发送至综合控制器21。
输出旋转传感器13对输出轴ax_out的转速(下面，也称为“输出轴转速N_out”)进行检测。此外，输出旋转传感器13将输出轴转速N_out的检测值(下面，也称为“实际输出轴转速Nd_out”)发送至综合控制器21。
机械式油泵15是由内燃发动机1驱动、且将工作油供给至第2离合器5的泵。此外，为了向第2离合器5供给工作油，可以辅助性地利用由电动发电机2驱动的电动式副油泵14。
分动器19配置于自动变速器3的输出侧。分动器19是经由前方主减速器(frontfinal drive)6f以及后方主减速器(rear final drive)6r而将输出轴ax_out的旋转分别分配至前轮7f及后轮7r的动力分配机构。
此外，在具有上述结构的车辆100中，主要可以选择电动行驶模式(下面，称为“EV模式”)及混合动力行驶模式(下面，称为“HEV模式”)这2种动力传递模式。
在EV模式下，使第1离合器4断开且使第2离合器5接合。由此，只有来自电动发电机2的输出经由输入轴ax_in及自动变速器3而传递至输出轴ax_out。
另外，在HEV模式下，使第1离合器4及第2离合器5这两者接合。由此，来自内燃发动机1的输出以及来自电动发电机2的输出这两者经由输入轴ax_in及自动变速器3而传递至输出轴ax_out。
此外，在HEV模式下，在通过内燃发动机1的运转而生成的能量剩余的情况下，使电动发电机2作为发电机工作而将该剩余能量变换为电力并在后述的电池9中蓄电。由此，在高负荷行驶时将积蓄于该电池的电力用于电动发电机2的驱动而能够改善内燃发动机1的油耗。
接下来，对车辆100的控制系统进行说明。
图2是用于对车辆100的控制系统进行说明的框图。如图所示，车辆100的控制系统具有综合控制器21、发动机控制器22、电机控制器23以及逆变器8。
综合控制器21是对传动系统的动作点进行综合控制的装置。特别地，综合控制器21基于利用发动机旋转传感器11检测出的发动机转速Ne、利用输入旋转传感器12检测出的实际输入轴转速Nd_in、利用输出旋转传感器13检测出的实际输出轴转速Nd_out、利用加速器开度传感器20检测出的加速器开度α(请求负荷)、以及利用SOC传感器18检测出的电池9的蓄电状态(SOC)而对传动系统的动作点进行控制。另外，综合控制器21根据未图示的车速传感器的检测值或通过规定的运算而获取车速V作为输入信息。
特别地，作为本实施方式的变速控制，综合控制器21利用电动发电机2而执行使输入轴转速N_in接近变速后的最终的目标值(下面，也称为“最终目标同步转速tN_in*”)的旋转同步变速。
具体而言，本实施方式的综合控制器21以使得实际输入轴转速Nd_in接近变速中的目标输入轴转速tN_in的方式设定目标电机转速tNm。特别地，综合控制器21从目标输入轴转速tN_in去除内燃发动机1的旋转的转速而对目标电机转速tNm进行运算。此外，作为利用从该内燃发动机1至电动发电机2的动力传递路径的减速比对发动机转速Ne进行校正的值(传递至电动发电机2的实际转速)而规定内燃发动机1的旋转的转速。
发动机控制器22是对内燃发动机1的期望的动作点(目标发动机扭矩tTe)进行控制的装置。更详细而言，发动机控制器22对作为内燃发动机1的辅机而设置的未图示的空气系统致动器以及燃料系统致动器进行操作，以实现综合控制器21中规定的传动系统的动作点(目标发动机扭矩tTe等)。
电机控制器23对逆变器8进行操作并调节从电池9向电动发电机2的供给电力，以实现综合控制器21中规定的传动系统的动作点(目标电机扭矩tTm或目标电机转速tNm等)。特别地，本实施方式的电机控制器23对逆变器8进行操作以使得电机转速Nm与综合控制器21中运算所得的目标电机转速tNm一致。
上述综合控制器21、发动机控制器22以及电机控制器23由具有中央运算装置(CPU)、只读存储器(ROM)、随机存取存储器(RAM)以及输入输出接口(I/O接口)的计算机、特别是微型计算机构成。
下面，对本实施方式所涉及的综合控制器21的变速控制进行更详细的说明。
图3是对本实施方式的变速控制进行说明的流程图。此外，在本实施方式中，综合控制器21以规定的运算周期反复执行图3所示的处理。
首先，在步骤S10中，综合控制器21基于加速器开度α及车速V，参照预先规定的变速对应图(图4)而判定是否是车辆100应当执行降挡的定时(timing)。
具体而言，在加速器开度α及车速V中的至少一者在规定的控制周期的期间变化、且车辆100的动作点以跨越降挡线(图4中的虚线)的方式变化的情况下，综合控制器21判断为应当执行降挡。
此外，在步骤S10的判定结果为否定的情况下，综合控制器21结束本流程。另一方面，在肯定的情况下，综合控制器21执行步骤S20以后的处理。
在步骤S20中，综合控制器21对基本目标同步转速tbN_in进行运算。
更详细而言，综合控制器21对实际输出轴转速Nd_out实施了除去噪声、高频振动分量的滤波处理并对处理所得的值乘以目标变速比γ，由此运算出基本目标同步转速tbN_in。
另外，作为实际输入轴转速Nd_in相对于实际输出轴转速Nd_out之比而规定本实施方式的变速控制中的目标变速比γ。
具体而言，基于下述的式(1)对基本目标同步转速tbN_in进行运算。
[数学式1]
tbN_in＝(滤波处理所得的Nd_out)×γ…(1)
在步骤S30中，综合控制器21判定车辆100是否处于滑行行驶中。这里，滑行行驶表示加速器开度α大致为0的状态(针对车辆100的请求驱动力大致为0的状态)下的行驶。
因此，综合控制器21以上述步骤S10为前提而在本步骤S30中判定加速器开度α是否大致为0，由此判定实质上变速是否为滑行降挡。
综合控制器21在判断为变速并非滑行降挡的情况下，进入步骤S40，将式(1)的基本目标同步转速tbN_in设定为目标输入轴转速tN_in。
另一方面，综合控制器21在判断为变速是滑行降挡的情况下，进入步骤S50的处理。
在步骤S50中，综合控制器21对车辆100的减速度ad进行计算。具体而言，综合控制器21对车速V进行时间微分并通过取绝对值的运算而计算出减速度ad。
然后，在步骤S60中，综合控制器21执行转速减小校正处理。具体而言，综合控制器21针对步骤S20中求出的基本目标同步转速tbN_in减去减小校正量ΔN_而求出校正目标输入轴转速tN_inC。
这里，综合控制器21基于步骤S50中计算出的减速度ad而规定减小校正量ΔN_。在本实施方式中，减速度ad越大，综合控制器21将减小校正量ΔN_设定为越大。特别地，减小校正量ΔN_设定为相对于减速度ad的狭义单调递增函数ΔN_(ad)。
更详细而言，在本实施方式中，综合控制器21与变速的进展相应地对减小校正量ΔN_进行变更。特别地，作为减小校正量ΔN_，综合控制器21在变速的前半段设定相对较大的第1减小校正量ΔN1_，另一方面，在变速的后半段设定相对较小的第2减小校正量ΔN2_。
这里，第1减小校正量ΔN1_及第2减小校正量ΔN2_也分别设定为相对于减速度ad的狭义单调递增函数ΔN1_(ad)以及ΔN2_(ad)。因此，根据假定为减速度ad为相同值的情况下的大小关系而规定本实施方式中的第1减小校正量ΔN1_及第2减小校正量ΔN2_的相对的大小关系。
因此，在变速的前半段设定的校正目标输入轴转速tN_inC(下面，也称为“第1校正目标输入轴转速tN_inC1”)、以及在变速的后半段设定的校正目标输入轴转速tN_inC(下面，也称为“第2校正目标输入轴转速tN_inC2”)分别通过下面的式(2)及式(3)而获得。
[数学式2]
tN_inC1＝tbN_in-ΔN1_…(2)
[数学式3]
tN_inC2＝tbN_in-ΔN2_…(3)
而且，综合控制器21将校正目标输入轴转速tN_inC设定为目标输入轴转速tN_in并输出至电机控制器23。
根据以上说明的图3的变速控制，在滑行降挡时，根据车辆100的减速度ad向负数侧对基本目标同步转速tbN_in进行偏移校正所得的校正目标输入轴转速tN_inC设定为目标输入轴转速tN_in。
接下来，对本实施方式的滑行降挡中的输入轴转速N_in的动作进行说明。
图5是表示本实施方式的变速控制的滑行降挡中的目标输入轴转速tN_in的随时间的变化的时序图。此外，在这里，为了容易理解本实施方式的变速控制，滑行降挡中的车速设为恒定。
此外，双点划线L1表示最终的第1校正目标输入轴转速tN_inC1的值。并且，点划线L2表示最终的第2校正目标输入轴转速tN_inC2的值。并且，虚线L3表示最终目标同步转速tN_in*。
如图5所示，本实施方式的变速阶段由经过变速前的准备阶段之后的第1阶段、第2阶段以及第3阶段构成。特别地，在本实施方式中，第1阶段及第2阶段规定为变速的前半段，第3阶段规定为变速的后半段。
具体而言，在变速控制开始(图3中的步骤S10的Yes)之后直至时刻t0为止的准备阶段，为了准备变速动作而进行控制(使第2离合器5断开等)。
而且，在时刻t0，变速阶段从准备阶段变换为第1阶段而开始输入轴转速N_in的控制。在向该第1阶段变换的定时，根据上述步骤S50及步骤S60的处理而设定目标输入轴转速tN_in。
即，作为第1阶段及第2阶段中的目标输入轴转速tN_in，设定对基本目标同步转速tbN_in以第1减小校正量ΔN1_向负数侧进行偏移校正所得的第1校正目标输入轴转速tN_inC1。
因此，输入轴转速N_in以接近第1校正目标输入轴转速tN_inC1的方式增大。
接下来，在时刻t1，变速阶段从第1阶段变换为第2阶段。在第2阶段，为了使输入轴转速N_in稳定地收敛为进入第1阶段时设定的第1校正目标输入轴转速tN_inC1，将规定时间、目标输入轴转速tN_in维持为第1校正目标输入轴转速tN_inC1。
而且，在时刻t2，变速阶段从第2阶段变换为第3阶段。
在第3阶段，将目标输入轴转速tN_in设定为第2校正目标输入轴转速tN_inC2。由此，输入轴转速N_in从第1阶段及第2阶段中设定的第1校正目标输入轴转速tN_inC1收敛为第2校正目标输入轴转速tN_inC2。
此外，在第3阶段结束之后(时刻t3以后)，目标输入轴转速tN_in切换为最终目标同步转速tN_in*。而且，在使得输入轴转速N_in收敛为最终目标同步转速tN_in*的定时，第2离合器5接合而完成变速控制。
下面，对成为本实施方式的前提的背景技术进行说明。此外，为了简化说明，在背景技术的说明中也对与本实施方式相同的要素标注相同的标号。
在针对车辆100的驱动力请求大致为0的滑行降挡时，与存在驱动力请求的情况相比，实际输出轴转速Nd_out的减小率更大。由此，对实际输出轴转速Nd_out进行滤波处理所得的基本目标同步转速tbN_in(参照式(1))滞后地追随实际输出轴转速Nd_out的减小。
因此，在背景技术中，在滑行降挡时，根据补偿基本目标同步转速tbN_in的滞后的观点，将针对基本目标同步转速tbN_in进行恒定量的减小校正所得的值设定为目标输入轴转速tN_in。
然而，如果在变速中车辆100的减速度ad增大至大于或等于恒定值，则实际输出轴转速Nd_out的减小量更急剧地减小，上述基本目标同步转速tbN_in相对于实际输出轴转速Nd_out的减小的滞后的影响更显著。其结果，会产生如下问题，即，在实际输入轴转速Nd_in相对于最终目标同步转速tN_in*过冲的定时，第2离合器5接合而产生变速冲击。
针对这种背景技术的问题，在本实施方式中，提供如下变速控制，即，在滑行降挡时，车辆100的减速度ad越大，将针对基本目标同步转速tbN_in的减小校正量ΔN_设定得越大。
由此，在滑行降挡中能够更适当地调节输入轴转速N_in，在第2离合器5的接合时能够抑制实际输入轴转速Nd_in相对于最终目标同步转速tN_in*过冲之类的现象的发生，防止变速冲击的发生。
下面，对上述本实施方式的结构的作用效果进行更详细的说明。
在本实施方式中，在搭载有自动变速器3的车辆100中，提供如下变速控制方法，即，在变速中将自动变速器3的输入轴转速N_in控制为规定的目标输入轴转速tN_in。
在该变速控制方法中，设定作为变速中的输入轴转速N_in的基本目标值的基本目标同步转速tbN_in(图3中的步骤S20)，在变速为降挡且不存在针对车辆100的驱动力请求的情况下(步骤S30的Yes)，将对基本目标同步转速tbN_in进行减小校正所得的校正目标输入轴转速tN_inC设定为目标输入轴转速tN_in(图3的步骤S30、步骤S50以及步骤S60)。
而且，针对基本目标同步转速tbN_in的减小校正量ΔN_设定为车辆100的减速度ad越大则其越大。
由此，在滑行降挡时，能够与车辆100的减速度ad的大小相应地，对基本目标同步转速tbN_in进行减小校正。其结果，在滑行降挡中，能够更适当地与导致上述基本目标同步转速tbN_in的滞后的减速度ad的大小相应地对输入轴转速N_in进行调节。
特别地，在本实施方式的变速控制方法中，对变速中的自动变速器3的实际输出轴转速Nd_out实施滤波处理并乘以变速后的目标变速比γ而计算出基本目标同步转速tbN_in(参照上述式(1))。
这样规定的基本目标同步转速tbN_in，在伴随着大于或等于恒定值的减速度ad的滑行降挡时，通过滤波处理的作用而滞后地追随实际输出轴转速Nd_out的减小。在这种情况下，在本实施方式中，设定以车辆100的减速度ad越大则越小于基本目标同步转速tbN_in的方式调节的校正目标输入轴转速tN_inC。
因此，在滑行降挡时，即使减速度ad增大至大于或等于恒定值，也会妨碍上述实际输入轴转速Nd_相对于最终目标同步转速tN_in*的过冲的发生。其结果，能够适当地抑制因该过冲引起的接合时的变速冲击。
另外，在本实施方式的变速控制方法中，校正目标输入轴转速tN_inC包含减小校正量ΔN_(第1减小校正量ΔN1_)相对较大的第1校正目标输入轴转速tN_inC1以及减小校正量ΔN_(第2减小校正量ΔN2_)相对较小的第2校正目标输入轴转速tN_inC2。
而且，在变速的前半段(第1阶段及第2阶段)，将第1校正目标输入轴转速tN_inC1设定为目标输入轴转速tN_in，在变速的后半段(第3阶段)，将第2校正目标输入轴转速tN_inC2设定为目标输入轴转速tN_in。
由此，在相对远离变速结束定时(图5的时刻t3)的变速的前半段，将目标输入轴转速tN_in设定为相对于基本目标同步转速tbN_in较小。因此，能够防止因上述车辆100的减速度ad引起的实际输入轴转速Nd_in的过冲分量在直至变速结束定时为止的较长的时间内累积。
另一方面，在相对接近变速结束定时的变速的后半段，与变速的前半段相比，将目标输入轴转速tN_in设定为更接近基本目标同步转速tbN_in的值。这里，在接近变速结束定时的变速的后半段，与变速的前半段相比，过冲分量的积蓄时间较短。因此，在该变速的后半段，在将目标输入轴转速tN_in设定为相对接近基本目标同步转速tbN_in而能够维持抑制上述过冲的发生的效果的基础上，还能够使实际输入轴转速Nd_in较早地接近基本目标同步转速tbN_in，能够实现变速进展的顺畅化。
另外，利用作为驱动源而搭载于车辆100的电动机即电动发电机2对输入轴转速N_in进行控制。
由此，能够通过利用电动发电机2的电气控制而实现旋转同步变速。
并且，在本实施方式中，提供如下车辆用的变速控制系统S，即，具有：自动变速器3；以及作为变速控制装置的综合控制器21，其在变速中将自动变速器3的输入轴转速N_in控制为规定的目标输入轴转速tN_in。
而且，作为变速控制装置的综合控制器21具有：基本目标同步转速设定部(图3的步骤S20)，其对作为变速中的输入轴转速N_in的基本目标值的基本目标同步转速tbN_in进行计算；以及转速减小校正部(图3的步骤S30、步骤S50以及步骤S60)，其在变速为降挡且不存在针对车辆100的驱动力请求的情况下(步骤S30的Yes)，将对基本目标同步转速tbN_in进行减小校正所得的校正目标输入轴转速tN_inC设定为目标输入轴转速tN_in。
而且，转速减小校正部将针对基本目标同步转速tbN_in的减小校正量ΔN_设定为车辆100的减速度ad越大则其越大。
由此，能够实现为了执行上述变速控制方法而适当的系统结构。
(其他实施方式)
对本发明所涉及的其他实施方式进行说明。此外，在本实施方式中，针对已经说明的车辆100的结构，设置用于检测从动轮的车轮速度的车轮速度传感器。这里，车辆100的从动轮代表作为动力源的内燃发动机1未配置于正上方、且未直接作用有该内燃发动机1的载荷的车轮(图1中的后轮7r)。
而且，综合控制器21基于利用该车轮速度传感器检测出的车轮速度，对用于求出减速度ad的车速V进行运算。更具体而言，综合控制器21通过对该车轮速度检测值实施与适合于车辆100的车辆模型相应地规定的滤波，从而对车速V进行运算。
这样，利用从动轮的车轮速度对车速V进行运算，从而能够避免因传动系统的共振等的影响而在减速度ad较高一侧产生误检测。特别地，通常，在规定车辆100的内燃发动机1、电动发电机2的动作点的控制中作为输入信息而使用的车速V，根据尽量排除因车轮的滑动而引起的误差的观点，优选使用载荷相对较大的驱动轮(前轮7f)的车轮速度。
与此相对，在本实施方式的变速控制方法中，用于确定规定滑行降挡时的减小校正量ΔN_的减速度ad的车速V，对基于由上述滑动引起的误差的控制的影响较小。并且，驱动轮的车轮速度中有可能作为误差而包含伴随着内燃发动机1等的传动系统致动器的动作的共振分量。而且，关于用于确定减速度ad的车速V，该误差与由滑动引起的误差相比而影响更大。
根据上述情形，利用从动轮的车轮速度对车速V进行运算，由此能够更适当地求出规定滑行降挡时的减小校正量ΔN_的减速度ad。
以上对本发明的实施方式进行了说明，上述各实施方式不过示出了本发明的应用例的一部分，其主旨并非将本发明的技术范围限定为上述实施方式的具体结构。
例如，在上述实施方式中，对变速时利用电动发电机2对输入轴转速N_in进行调节的例子进行了说明。然而，用于调节输入轴转速N_in的致动器并不局限于电动发电机2。例如，可以使第1离合器4接合而适当地控制内燃发动机1的输出，由此进行上述实施方式的变速控制的输入轴转速N_in的调节。
另外，在上述实施方式中，对基于加速器开度α是否为0而推定是否不存在针对车辆100的请求驱动力(即，处于滑行行驶中)的例子进行了说明。然而，推定是否不存在针对车辆100的请求驱动力的方法并不局限于此。例如，在所谓自动驾驶功能或驾驶辅助功能搭载于车辆100的情况下，可以基于自动驾驶控制器或驾驶辅助控制器根据车辆100的用户的指定或基于行驶条件运算出的相当于请求驱动力的参数，推定是否不存在针对车辆100的请求驱动力。

Claims (6)

1.一种变速控制方法，在搭载有自动变速器的车辆中，在变速时将所述自动变速器的输入轴转速控制为规定的目标输入轴转速，其中，
设定作为变速中的所述输入轴转速的基本目标值的基本目标同步转速，
在变速为降挡且不存在针对所述车辆的驱动力请求的情况下，将对所述基本目标同步转速进行减小校正所得的校正目标输入轴转速设定作为所述目标输入轴转速，
将针对所述基本目标同步转速的减小校正量设定为，所述车辆的减速度越大则其越大。
2.根据权利要求1所述的变速控制方法，其中，
对变速中的所述自动变速器的实际输出轴转速实施滤波处理并乘以变速后的目标变速比，从而计算出所述基本目标同步转速。
3.根据权利要求1或2所述的变速控制方法，其中，
所述校正目标输入轴转速包含所述减小校正量相对较大的第1校正目标输入轴转速、以及所述减小校正量相对较小的第2校正目标输入轴转速，
在变速的前半段，将所述第1校正目标输入轴转速设定作为所述目标输入轴转速，
在变速的后半段，将所述第2校正目标输入轴转速设定作为所述目标输入轴转速。
4.根据权利要求1至3中任一项所述的变速控制方法，其中，
基于所述车辆的从动轮的车轮速度而对所述减速度进行运算。
5.根据权利要求1至4中任一项所述的变速控制方法，其中，
利用作为驱动源而搭载于所述车辆的电动机对所述输入轴转速进行控制。
6.一种变速控制系统，其是车辆用的变速控制系统，所述车辆具有：自动变速器；以及变速控制装置，其在变速时将所述自动变速器的输入轴转速控制为规定的目标输入轴转速，其中，
所述变速控制装置具有：
基本目标同步转速设定部，其对作为变速中的所述输入轴转速的基本目标值的基本目标同步转速进行计算；以及
转速减小校正部，在变速为降挡且不存在针对的车辆驱动力请求的情况下，将对所述基本目标同步转速进行减小校正所得的校正目标输入轴转速设定作为所述目标输入轴转速，
所述车辆的减速度越大，所述转速减小校正部将相对于所述基本目标同步转速的减小校正量设定得越大。
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