CN1689855A - Control apparatus for controlling stepped automatic transmission of vehicle - Google Patents

Control apparatus for controlling stepped automatic transmission of vehicle Download PDF

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Publication number
CN1689855A
CN1689855A CNA2005100679206A CN200510067920A CN1689855A CN 1689855 A CN1689855 A CN 1689855A CN A2005100679206 A CNA2005100679206 A CN A2005100679206A CN 200510067920 A CN200510067920 A CN 200510067920A CN 1689855 A CN1689855 A CN 1689855A
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CN
China
Prior art keywords
torque
torque oscillation
oscillation
gear shift
phase
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Granted
Application number
CNA2005100679206A
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Chinese (zh)
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CN100404340C (en
Inventor
田端淳
野崎和俊
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/36—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 characterised by the transmission gearings
    • B60K6/365—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 characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
    • F16H2200/0086—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising two reverse speeds
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2097—Transmissions using gears with orbital motion comprising an orbital gear set member permanently connected to the housing, e.g. a sun wheel permanently connected to the housing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A control apparatus for controlling a stepped automatic transmission of a vehicle having an output shaft and an input shaft which is to be connected to an engine of the vehicle through a clutch while a shifting action is being effected in the transmission. The control apparatus includes a torque vibration restrainer operable, upon completion of the shifting action in the transmission, to restrain a torque vibration which is generated in a power transmitting path of the vehicle. The torque vibration restrainer applies an inverted-phase torque vibration which is inverted in phase with respect to the generated torque vibration, to the power transmitting path, and/or place the clutch in its slipping state or released state, for restraining the generated torque vibration.

Description

The control convenience that grade automatic transmission with hydraulic torque converter is arranged that is used for control vehicle
Technical field
Relate generally to of the present invention is used for the control convenience that grade automatic transmission with hydraulic torque converter is arranged of control vehicle.More specifically, the present invention relates to a kind of like this technology, promptly it is used to be limited in the torque oscillation that and then produces after the shifting of transmission action that input shaft and vehicle motor realized during mechanical connection each other.
Background technology
As disclosed among U.S. Patent Application Publication US 2003/0127262A1, JP-H09-291838A, JP-H09-308008A, JP-H09-331603A and the JP-H10-24745A, known a kind of vehicle that is equipped with grade automatic transmission with hydraulic torque converter, this has grade automatic transmission with hydraulic torque converter to have shifting of transmission in selected one the gear shift course of action, is being mechanically connected to the input shaft of vehicle motor in a plurality of driving gears (gear).For example, in the disclosed vehicle of US 2003/0127262A1, driving engine and grade automatic transmission with hydraulic torque converter is arranged by being arranged in the direct connection power-transfer clutch that replaces hydraulic transmission system (for example turbine transformer) therebetween, and operationally be connected to each other, described hydraulic transmission system has the high power capacity that absorbs torque oscillation.Disclosed vehicle also is equipped with the electrical motor on each of the rotation input link that is arranged on power-transfer clutch and rotation output link among the US 2003/0127262A1, so that place its releasing orientation following time can be, and make and place its engagement following time to come powered vehicle by driving engine or by driving engine and motor at power-transfer clutch by the motor-driven vehicle at power-transfer clutch.
The input shaft of grade automatic transmission with hydraulic torque converter and driving engine are arranged therein each other in the disclosed vehicle of US2003/0127262A1 of mechanical connection, the mode with step type changes the speed ratio of change-speed box by the gear shift action of finishing with relative short period length.In the variation of transmission gear ratio, engine speed changes to and the corresponding synchronous speed of the altered speed ratio of change-speed box fast.When the rotating speed of driving engine becomes when equaling synchronous speed, stop to change engine speed fast.In the case, engine speed changes stops to cause occurring in the drive path between driving engine and wheel the elastic torsion vibration fast, causes thus shifting shock occurring.Such problem also can be run in following vehicle, is equipped with the hydraulic transmission system of lock-up clutch to be arranged between driving engine and the change-speed box in the described vehicle.In other words, when using the lock-up clutch that places under its engagement to realize the gear shift action of change-speed box, the vehicle with hydraulic transmission system runs into identical problem.
Summary of the invention
Consider the above-mentioned background technology and made the present invention.Therefore the purpose of this invention is to provide a kind of control convenience that can control grade automatic transmission with hydraulic torque converter, described automatic transmission with hydraulic torque converter has the input shaft that can be mechanically connected to driving engine, and comes gear shift in a plurality of driving gears selected to minimize or to reduce in the mode of the shifting shock that shifting of transmission action is occurred when finishing.
A first aspect of the present invention provides a kind of control convenience, is used for realizing controlling described change-speed box in the gear shift action at grade automatic transmission with hydraulic torque converter that has of vehicle, and described change-speed box has output shaft and is mechanically connected to the input shaft of the driving engine of described vehicle.Described control convenience comprises the torque oscillation killer, and when finishing described gear shift action in described change-speed box, described torque oscillation killer can be operated the torque oscillation that is produced in the power transmission path that is limited in described vehicle.
According to a second aspect of the invention, comprise also that as the control convenience that first aspect present invention limited gear shift action finishes determining device, determining device is finished in described gear shift action can operate according to described input shaft rotational speed whether equaled the rotating speed of described output shaft substantially and the product of newly setting up speed ratio of the described change-speed box set up as the result of described gear shift action, judges whether described gear shift action is finished.When the described new product of setting up speed ratio that the described rotating speed of described input shaft has equaled the described rotating speed of described output shaft and described change-speed box substantially, described gear shift action is finished determining device and is judged that described gear shift action finishes.When described gear shift action was finished determining device and judged that described gear shift action has been finished, described torque oscillation killer was activated operation and limits described torque oscillation.
According to a third aspect of the invention we, in as the present invention first or control convenience that second aspect limited, described torque oscillation killer applies the phase place anti-phase torque oscillation opposite with the torque oscillation of described generation to described power transmission path, to limit the torque oscillation of described generation.
According to a forth aspect of the invention, in as the control convenience that third aspect present invention limited, described torque oscillation killer comprises anti-phase torque oscillation controller, and described anti-phase torque oscillation controller can operate the feasible electrical motor that is operably connected to the described input shaft of described change-speed box to export described anti-phase torque oscillation.
According to a fifth aspect of the invention, in as the present invention the 3rd or control convenience that fourth aspect limited, the described input shaft and the described driving engine of described change-speed box are connected to each other by power-transfer clutch, and described power-transfer clutch is engaged with described input shaft of direct connection and described driving engine.Described torque oscillation killer comprises clutch controller, and when the described gear shift action in described change-speed box was finished, described clutch controller can be operated described power-transfer clutch is temporarily placed under a kind of state of its sliding mode and its releasing orientation.
According to a sixth aspect of the invention, also comprise anti-phase torque oscillation availability determining device as the control convenience that fifth aspect present invention limited, described anti-phase torque oscillation availability determining device can be operated and judge when finishing described gear shift action, whether can apply described anti-phase torque oscillation to described power transmission path by described torque oscillation killer.Judge and to apply under the situation of described anti-phase torque oscillation by described torque oscillation killer at described anti-phase torque oscillation availability determining device, operate the described clutch controller of described torque oscillation killer, described power-transfer clutch is temporarily placed under described a kind of state of its sliding mode and its releasing orientation, to limit the torque oscillation of described generation.
According to a seventh aspect of the invention, in the control convenience that each limited in aspect the present invention the 3rd to the 6th, described torque oscillation killer comprises: (i) can operate the output torque that comes temporarily to reduce the output torque of described driving engine in the final stage of described gear shift action and reduce device and (ii) can operate based on the described output torque of described driving engine to be reduced the decrease that device reduces by described output torque and change the anti-phase torque oscillation controller of the amplitude of described anti-phase torque oscillation.
According to an eighth aspect of the invention, in the control convenience that each limited in aspect the present invention the 3rd to the 7th, described torque oscillation killer comprises anti-phase torque oscillation controller, and described anti-phase torque oscillation controller can be operated and come based in the described driving gear that grade automatic transmission with hydraulic torque converter arranged current selected one and change the amplitude of described anti-phase torque oscillation.
According to a ninth aspect of the invention, in as the present invention first or control convenience that second aspect limited, the described input shaft and the described driving engine of described change-speed box are connected to each other by power-transfer clutch, and described power-transfer clutch is engaged with described input shaft of direct connection and described driving engine.Described torque oscillation killer comprises clutch controller, when the described gear shift action in described change-speed box is finished, described clutch controller can be operated described power-transfer clutch is placed under a kind of state of its sliding mode and its releasing orientation, to limit the torque oscillation of described generation.
According to the tenth aspect of the invention, also comprise power-transfer clutch steerability determining device as the control convenience that ninth aspect present invention limited, whether described power-transfer clutch steerability determining device can be operated and judge when finishing described gear shift action, described power-transfer clutch can be placed under described a kind of state of its sliding mode and its releasing orientation.Described torque oscillation killer comprises the torque-limiting applicator, judge at described power-transfer clutch steerability determining device under the situation of described a kind of state that described power-transfer clutch cannot be placed its sliding mode and its releasing orientation, described torque-limiting applicator can operate to apply torque-limiting to described power transmission path, to limit the torque oscillation of described generation.
According to an eleventh aspect of the invention, in as the control convenience that tenth aspect present invention limited, the feasible electrical motor that is operably connected to the described input shaft of described change-speed box of the described torque-limiting applicator of described torque oscillation killer is exported described torque-limiting, to limit the torque oscillation of described generation.
According to a twelfth aspect of the invention, in the control convenience that is limited on the one hand as the present invention the tenth, the described torque-limiting applicator of described torque oscillation killer comprises anti-phase torque oscillation controller, and described anti-phase torque oscillation controller can be operated and make the described electrical motor output phase anti-phase torque oscillation opposite with the torque oscillation of described generation as described torque-limiting.
According to a thirteenth aspect of the invention, in the control convenience that each limited in aspect the present invention the 9th to the 12, described torque oscillation killer comprises that output torque reduces device, and described output torque reduces device can operate the output torque that temporarily reduces described driving engine in the final stage of described gear shift action.
According to a fourteenth aspect of the invention, in the control convenience that aspect the present invention the 13, is limited, if described output torque reduces the described output torque that device cannot temporarily reduce described driving engine, then operate described clutch controller described power-transfer clutch is placed under described a kind of state of its sliding mode and its releasing orientation.
According to a fifteenth aspect of the invention, in the control convenience that aspect the present invention the 12, is limited, described anti-phase torque oscillation controller changes the amplitude of described anti-phase torque oscillation based at the decrease of finishing the inertia torque that produces when described gear shift is moved.
According to a sixteenth aspect of the invention, in the control convenience that aspect the present invention the 12 or the 15, is limited, described anti-phase torque oscillation controller changes the amplitude of described anti-phase torque oscillation based on the kind of the described gear shift action that realizes in described change-speed box.
According to a seventeenth aspect of the invention, in the control convenience that each limited in aspect the present invention the 9th to the 16, the described clutch controller of described torque oscillation killer changes the slippage of described power-transfer clutch based at the decrease of finishing the inertia torque that produces when described gear shift is moved.
According to an eighteenth aspect of the invention, in the control convenience that each limited in aspect the present invention the 9th to the 17, the described clutch controller of described torque oscillation killer changes the slippage of described power-transfer clutch based on the kind of the described gear shift action that realizes in described change-speed box.
The control convenience that grade automatic transmission with hydraulic torque converter is arranged that is used for control vehicle of each in above-mentioned first to the tenth eight aspect of the present invention, the torque oscillation killer is set, the time operate and to reduce or be limited in the torque oscillation that is produced in the power transmission path of vehicle in change-speed box, to finish the gear shift action, make the shifting shock that can minimize or reduce to cause thus by torque oscillation.This control convenience preferably includes the gear shift action and finishes determining device, as defining in aspect the present invention the 12, when it has equaled the product of the rotating speed of output shaft and the newly-established speed ratio of change-speed box substantially in input shaft rotational speed, promptly when input shaft rotational speed has equaled with the corresponding synchronous speed of the newly-established speed ratio of change-speed box substantially, judgement gear shift action is finished, thereby just in time when gear shift action is finished determining device and judged that the gear shift action has been finished, can come the torque-limiting vibration by start-up operation torque oscillation killer.Notice that term " power transmission path " can be construed as denoting such path, i.e. the driving power of vehicle drive power source or output is delivered to the drive wheel of vehicle by this path.
In the present invention the 3rd to the eight aspect in each the control convenience, the torque oscillation killer is arranged in change-speed box the gear shift action and applies anti-phase torque oscillation to power transmission path when finishing, make can opposite with phase place (being that phase place differs about 180 ° with the torque oscillation that is produced) with the torque oscillation that is produced anti-phase torque oscillation effectively neutralize or offset torque oscillation (owing to move in gear shift generation when finishing stopping fast of engine speed change and in power transmission path, produce).So can effectively offset the torque oscillation that is produced by anti-phase torque oscillation, the feasible thus shifting shock that torque oscillation caused that can reduce generation when finishing the gear shift action.
In the control convenience of a fourth aspect of the present invention, the torque oscillation killer comprises anti-phase torque oscillation controller, it can be operated and make electrical motor export anti-phase torque oscillation, this anti-phase torque oscillation is applied on the input shaft that is operably connected to electrical motor, thereby can effectively offset the torque oscillation that is produced by the anti-phase torque oscillation from electrical motor output.
In the control convenience aspect the of the present invention the 5th or the 6th, the torque oscillation killer comprises clutch controller, when the gear shift action in change-speed box is finished, operate described clutch controller power-transfer clutch is temporarily placed under its sliding mode or the releasing orientation, thus can be by applying anti-phase torque oscillation and placing the cooperation of sliding mode or releasing orientation to limit the torque oscillation that is produced power-transfer clutch.
In the control convenience of sixth aspect present invention, anti-phase torque oscillation availability determining device also is set, judge when finishing the gear shift action whether can apply anti-phase torque oscillation to power transmission path.Judge under the disabled situation of anti-phase torque oscillation that at anti-phase torque oscillation availability determining device the clutch controller of operation torque oscillation killer temporarily places power-transfer clutch under its sliding mode or the releasing orientation.Become under impossible situation being applied anti-phase torque oscillation by torque oscillation killer or anti-phase torque oscillation controller, this layout can reduce shifting shock to a certain extent by power-transfer clutch being placed its sliding mode or releasing orientation make.
In the control convenience of seventh aspect present invention, the torque oscillation killer comprises that operation comes temporarily to reduce engine output torque in the final stage of described gear shift action output torque reduces device and operation and comes to be reduced the decrease that device reduces by described output torque and change the anti-phase torque oscillation controller of the amplitude of anti-phase torque oscillation based on engine output torque.Deposit at this cloth, reduced to finish the torque oscillation that is produced when gear shift is moved to a certain extent because reduce device by output torque, so can alleviate such as the load on the anti-phase torque oscillation generator that is operably connected to input shaft, this generator can be operated and produce anti-phase torque oscillation to offset owing to quick shutting engine down rotating speed changes the torque oscillation that produces.
In the control convenience of eighth aspect present invention, the torque oscillation killer comprises anti-phase torque oscillation controller, and the latter can operate based on change-speed box and drive a current selected amplitude that changes anti-phase torque oscillation in the gear.Because the amplitude that changes the torque oscillation that produces owing to quick shutting engine down rotating speed changes with the current selected driving gear of change-speed box, so, can further effectively reduce the shifting shock that causes by torque oscillation by change the amplitude of anti-phase torque oscillation based on the current selected driving gear of change-speed box.
In the present invention's the 9th to the tenth eight aspect in each the control convenience, the torque oscillation killer comprises clutch controller, the operated clutch controller places its sliding mode or releasing orientation with power-transfer clutch when finishing the gear shift action in change-speed box, make thus can to absorb because the torque oscillation that stopping fast of changing of engine speed produces, and when therefore having reduced in change-speed box, to finish gear shift and having moved by shifting shock that torque oscillation caused.
In aspect the present invention the tenth to the 12 in each the control convenience, power-transfer clutch steerability determining device is set judges when finishing the gear shift action whether power-transfer clutch can be placed its sliding mode or releasing orientation, thereby judge under the situation that power-transfer clutch can not be placed under its sliding mode or the releasing orientation that at power-transfer clutch steerability determining device the torque-limiting applicator of operation torque oscillation killer applies torque-limiting to power transmission path.In other words, can't or unclamp under the situation of absorption by the slip of power-transfer clutch in torque oscillation, replace the slip of power-transfer clutch or unclamp the torque oscillation that is produced in the restricted power drive path by torque-limiting, even under the situation that power-transfer clutch can't be placed its sliding mode or releasing orientation, also can reduce shifting shock thus.
In the control convenience aspect the present invention the 11 or the 12, the feasible electrical motor export-restriction torque that is operably connected to input shaft of the torque-limiting applicator of torque oscillation killer, to limit the torque oscillation of described generation, thereby limit the torque oscillation that is produced by the torque-limiting that is applied to power transmission path, can reduce thus by the vibration shifting shock that torque caused.
In the control convenience aspect the present invention the 12, the torque-limiting applicator of torque oscillation killer comprises anti-phase torque oscillation controller, operate it and make the electrical motor output phase anti-phase torque oscillation opposite, thereby can neutralize effectively or offset torque oscillation by the phase place anti-phase torque oscillation opposite with the torque oscillation that is produced as torque-limiting with the torque oscillation that is produced.So can effectively offset the torque oscillation that is produced by anti-phase torque oscillation, the feasible thus shifting shock that torque oscillation caused that can reduce generation when finishing the gear shift action.
In the control convenience aspect the present invention the 13 or the 14, the torque oscillation killer comprises that output torque reduces device, and the operation output torque reduces device temporarily to reduce the output torque of driving engine in the final stage of gear shift action.Deposit at this cloth, reduce to finish the torque oscillation that is produced when gear shift is moved because reduce device by output torque, so can reduce to be used to absorb the desired clutch slip amount of torque oscillation, and reduce to be used to offset the amplitude of the desired anti-phase torque oscillation of torque oscillation.
In the control convenience aspect the present invention the 15 or the 16, arrange the decrease of anti-phase torque oscillation controller based on the inertia torque that when finishing the gear shift action, is produced, or based on the kind of the gear shift of current realization in change-speed box action, change the amplitude of anti-phase torque oscillation, finish the torque oscillation that is produced when gear shift is moved thereby can offset by the anti-phase torque oscillation of suitable adjusting amplitude.
In the control convenience of the present invention the 17 or the tenth eight aspect, arrange the decrease of clutch controller based on the inertia torque that when finishing the gear shift action, is produced, or based on the kind of the gear shift of current realization in change-speed box action, change the slippage of power-transfer clutch, thereby the slip of power-transfer clutch that can be by suitable its amount of adjusting absorbs the torque oscillation that is produced when finishing the gear shift action.
Grade automatic transmission with hydraulic torque converter of being controlled by control convenience constructed according to the invention that has can be in all kinds any, for example the two parallel-axis types of planetary gear type and synchromesh.Planet gear transmission is equipped with each all to have a plurality of compound planet gears of a plurality of rotating elements.In this planet gear transmission, by selected a plurality of a plurality of driving gears of optionally setting up in the rotating element of hydraulic operation friction coupling device connection compound planet gear.On the other hand, the two parallel-axis type speed variators of synchromesh are equipped with the multiple sets of teeth wheel, make every group of gear be installed in respectively on two parallel shafts and also are engaged with each other unchangeably.In the two parallel-axis type speed variators of this synchromesh, by by the synchronous coupling device that is driven by the hydraulic operation actuator with in the gear cluster selected one place its power transmission state to get off optionally to set up a plurality of driving gears.This has grade automatic transmission with hydraulic torque converter can be used for engine behind front wheel precursor vehicle (FF vehicle) or is used for engine behind front wheel rear-guard vehicle (FR vehicle), in the FF vehicle erection of transmission on vehicle body so that transmission shaft be parallel to vehicle laterally or lateral, in the FR vehicle erection of transmission on vehicle body so that transmission shaft be parallel to vehicle vertically or travel direction.
In addition, there is grade automatic transmission with hydraulic torque converter to provide by multi-step transmissions with four altogether, five, six, seven, eight or more multidirectional before driving gear.In other words, the quantity of the driving gear that can set up in change-speed box is not limited especially, if transmission configuration become to make set up therein in a plurality of driving gears selected one just passable.
Between driving engine and input shaft, can arrange direct connection power-transfer clutch, damper, be equipped with the direct connection power-transfer clutch of damper or be equipped with the turbine transformer of lock-up clutch (direct connection power-transfer clutch).But driving engine and input shaft can be connected to each other unchangeably.Principle of the present invention can be applied to any vehicle, as long as the present invention and input shaft just can by mechanical connection each other when realizing the gear shift action in transmission for vehicles.
Preferably the direct connection power-transfer clutch is arranged between driving engine and the input shaft.Deposit at this cloth that power-transfer clutch is arranged, can be separately positioned on the input rotating member of power-transfer clutch and output rotating member (when power-transfer clutch places its engagement these two members of following time coupled to each other) as first and second electrical motors of above-mentioned electrical motor, thereby can export anti-phase torque oscillation from first electrical motor and/or second electrical motor.Noticing that this layout can be revised as makes second electrical motor be arranged in other members, for example the output shaft of change-speed box.
Description of drawings
Read following detailed description in conjunction with the drawings, will understand above and other purpose of the present invention, feature, advantage and technology and industrial significance better currently preferred embodiments of the invention, in the accompanying drawing:
Fig. 1 is the scheme drawing of the basic layout that grade automatic transmission with hydraulic torque converter is arranged that will be controlled by control convenience constructed according to the invention of diagram;
Fig. 2 is the alignment chart that the relative rotation speed of a plurality of rotary modules included in the change-speed box of Fig. 1 is shown;
Fig. 3 is that the driving gear and the hydraulic operation friction coupling device of presentation graphs 1 change-speed box is the table of setting up the relation between each mode of operation that drives gear combination;
Fig. 4 is the block diagram that control system is shown, and described control system comprises the control convenience according to electronic control unit (ECU) form of first embodiment of the invention structure;
Fig. 5 is the diagram of curves that concerns between the aperture θ TH of expression operational ton θ Acc of acceleration pedal and throttle gate, and this throttle gate is driven by the throttle actuator that ECU controlled of Fig. 4;
Fig. 6 illustrates the diagram of curves that is used for automatic transmission with hydraulic torque converter is carried out the shift mode of gear shift, and this shift mode is stored among the ROM of ECU of Fig. 4;
Fig. 7 is the view of operating position of the gear shifting handle of presentation graphs 4;
Fig. 8 is the block diagram that various functional devices included among the ECU of Fig. 4 are shown;
Fig. 9 is the sequential chart that is used to explain the operation of the ECU of Fig. 4 when change-speed box upgrades the third gear position from its second P PARK Position P;
Figure 10 is the sequential chart that is used to explain the operation of the ECU of Fig. 4 when change-speed box lowers category second P PARK Position P from its third gear position;
Figure 11 is the diagram of curves that is illustrated in employed relation (data plot) in the determining that anti-phase torque oscillation controller by Fig. 8 carries out, it determines the torque controlling quantity based on the speed ratio of being set up in change-speed box;
Figure 12 is the diagram of curves that is illustrated in employed relation (data plot) in the determining that anti-phase torque oscillation controller by Fig. 8 carries out, it reduces device based on the output torque by Fig. 8 the decrease that engine output torque reduces is determined the torque controlling quantity;
Figure 13 is the diagram of curves that is illustrated in employed relation (data plot) in the determining that clutch controller by Fig. 8 carries out, it determines the clutch slip ratio based on torque control ratio;
Figure 14 is the diagram of circuit of diagram conduct by the impact absorption control routine of one of performed control routine of the ECU of Fig. 4;
Figure 15 is the block diagram that control system is shown, and described control system comprises the control convenience according to electronic control unit (ECU) form of second embodiment of the invention structure;
Figure 16 is the block diagram that various functional devices included among the ECU of Figure 15 are shown;
Figure 17 is the diagram of curves that is illustrated in employed relation (data plot) in the determining that clutch controller by Figure 16 carries out, it determines the clutch slip ratio based on the speed ratio of being set up in the change-speed box;
Figure 18 is the diagram of circuit of diagram conduct by the impact absorption control routine of one of performed control routine of the ECU of Figure 15; With
Figure 19 is the diagram of circuit of diagram conduct by the impact absorption control routine of one of performed control routine of the electronic control unit (ECU) of constructing according to third embodiment of the invention.
The specific embodiment
At first with reference to the scheme drawing of figure 1, the form that illustrates is the basic layout that the vehicle automatic speed variator of a grade automatic transmission with hydraulic torque converter (being designated hereinafter simply as " change-speed box ") 10 is arranged, this change-speed box 10 is arranged in as between the driving engine 8 and drive wheel (not shown) that drive propulsion source, being delivered to drive wheel as the output of the driving engine 8 that drives propulsion source.As shown in Figure 1, change-speed box 10 has the case of transmission 12 that is fixed on the vehicle body, and comprises: direct connection power-transfer clutch Ci; Be connected to the input shaft 16 of power-transfer clutch Ci; Main first gear unit 20 that constitutes by first compound planet gear 18; Main second gear unit 26 that constitutes by second compound planet gear 22 and the third line star gear cluster 24; And output shaft 28.Input shaft 16, first gear unit 20, second gear unit 26 and output shaft 28 are with described order coaxial arrangement each other in case of transmission 12.Input shaft 16 is arranged to can be connected to by power-transfer clutch Ci the bent axle 9 of driving engine 8.Output shaft 28 is arranged to by differential gear mechanism (not shown) rotation left and right sidesing driving wheel.Input shaft 16 is used as the output rotating member of power-transfer clutch Ci and is used as the input rotating member of change-speed box 10, and output shaft 28 is as the output rotating member of change-speed box 10.Case of transmission 12 is as static or non-rotating member.Because change-speed box 10 is configured to respect to its axis symmetry, be positioned at the latter half under the axis so in the scheme drawing of Fig. 1, omitted change-speed box 10.
First compound planet gear 18 that constitutes first gear unit 20 is two-stage planet formulas, and comprises the first sun wheel S1, many to the first planetary wheel carrier CA1 of first planet or miniature gears P1 (every couple of gear P1 is engaged with each other), the support first miniature gears P1 and by the first miniature gears P1 and the first sun wheel S1 ingear, the first gear ring R1.The first planetary wheel carrier CA1 supports the first miniature gears P1, so that the first miniature gears P1 can also can rotate around the axis of the first sun wheel S1 around its axis rotation separately.The first planetary wheel carrier CA1 is connected to input shaft 16 and drives to be transfused to axle 16.The first sun wheel S1 is fixed to case of transmission 12 with non-rotatable.The first gear ring R1 as transmission component rotates with the speed that is lower than input shaft 16 rotating speeds, and rotatablely moving of the first gear ring R1 is passed to second gear unit 26.Rotatablely moving of input shaft 16 can be delivered to second gear unit 26 by two different intermediate drive path P A1, PA2, so that the speed of transmitting by the second intermediate drive path P A2 of rotatablely moving is lower than the speed of transmitting by the first intermediate drive path P A1 that rotatablely moves.Under the situation that does not change the speed of rotatablely moving, promptly speed ratio is under 1.0 the situation, rotatablely moving of input shaft 16 to be delivered to second gear unit 26 by the first intermediate drive path P A1.The first intermediate drive path P A1 comprises through-coupling part PA1a and indirect drive part PA1b.Through-coupling part PA1a is not directly delivered to second gear unit 26 via first compound planet gear 18 with rotatablely moving of input shaft 16.Indirect drive part PA1b is delivered to second gear unit 26 with the planetary wheel carrier CA1 that rotatablely moves via first compound planet gear 18 of input shaft 16.Simultaneously, under the situation that the speed that rotatablely moves reduces, be speed ratio greater than under 1.0 the situation, rotatablely moving of input shaft 16 is delivered to second gear unit 26 by the second intermediate drive path P A2 (its part is made of the first planetary wheel carrier CA1, the first miniature gears P1 and the first gear ring R1 that are supported by the first planetary wheel carrier CA1).
Second compound planet gear 22 of second gear unit 26 is single-stage planetary gear tyves, and comprises the second sun wheel S2, a plurality of second miniature gears P2, supports the second planetary wheel carrier CA2 (so that the second miniature gears P2 can also can rotate around the axis of the second sun wheel S2 around its axis rotation separately) of the second miniature gears P2 and pass through the second miniature gears P2 and the second sun wheel S2 ingear, the second gear ring R2.The third line star gear cluster 24 of second gear unit 26 is two-stage planet formulas, and comprises the 3rd sun wheel S3, many third line star wheel frame CA3 to third pinion P3 (every couple of gear P3 is engaged with each other), support third pinion P3 (so that third pinion P3 can also can rotate around the axis of the 3rd sun wheel S3 around its axis rotation separately) and pass through third pinion P3 and the 3rd sun wheel S3 ingear the 3rd gear ring R3.
Second gear unit 26 constitutes the first, second, third and the 4th rotary module RM1-RM4, and wherein each all provides by among above-mentioned sun wheel S2, S3, planetary wheel carrier CA2, CA3 and gear ring R2, the R3 at least one.Particularly, the first rotary module RM1 provides by the sun wheel S2 of second compound planet gear 22.The second rotary module RM2 provides by each second compound planet gear 22 that is integrally joined to each other and planetary wheel carrier CA2, the CA3 of the third line star gear cluster 24.The 3rd rotary module RM3 provides by each second compound planet gear 22 that is integrally joined to each other and gear ring R2, the R3 of the third line star gear cluster 24.The 4th rotary module RM4 provides by the sun wheel S3 of the third line star gear cluster 24.
The first rotary module RM1 (S2) optionally is connected to case of transmission 12 with non-rotatable by the first drg B1, optionally be connected to the first gear ring R1 of first compound planet gear 18 simultaneously by three-clutch C3, promptly be connected to the second intermediate drive path P A2 by three-clutch C3.The first rotary module RM1 (S2) also optionally is connected to input shaft 16 by four clutches C4, promptly is connected to the through-coupling part PA1a of the first intermediate drive path P A1 by four clutches C4.The second rotary module RM2 (CA2, CA3) optionally is connected to case of transmission 12 with non-rotatable by the second drg B2, optionally is connected to input shaft 16 by second clutch C2 simultaneously.The 3rd rotary module RM3 (R2, R3) one is connected to output shaft 28.The 4th rotary module RM4 (S3) is connected to the gear ring R1 of first compound planet gear 18 by first clutch C1.Note the first and second drg B1, B2 and first, second, third and four clutches C1-C4 all be hydraulic operation friction coupling device, for example be each multiple-piece friction coupling device that all has a plurality of friction linings stacked mutually and that be pressed against each other by hydraulic actuating cylinder.
Fig. 2 is such alignment chart, its be illustrated in change-speed box 10 with parallel lines each drive the relation between the rotary module rotating speed under gear.In this alignment chart of Fig. 2, the horizontal linear of below is represented the rotating speed of " 0 ", and the horizontal linear of top is represented the rotating speed of " 1.0 ", i.e. the rotating speed of input shaft 16.Three vertical line of first gear unit 20 are represented three rotating elements of first compound planet gear 18 respectively, are followed successively by sun wheel S1, gear ring R1 and the planetary wheel carrier CA1 of first compound planet gear 18 when promptly looking up in side from left to right in the alignment chart of Fig. 2.Distance in the vertical line between the adjacent straight line is by the transmitting ratio ρ of first compound planet gear 18 1Determine that promptly the number of teeth of the first sun wheel S1 is to the ratio of the number of teeth of the first gear ring R1.In the example shown in the alignment chart of Fig. 2, the transmitting ratio ρ of first compound planet gear 18 1Be 0.463.Four vertical line of second gear unit 26 are represented the first rotary module RM1 (S2), the second rotary module RM2 (CA2, CA3), the 3rd rotary module RM3 (R2, R3) and the 4th rotary module RM4 (S3) respectively.Distance in the vertical line between the adjacent straight line is by the transmitting ratio ρ of each second compound planet gear 22 and the third line star gear cluster 24 2, ρ 3Determine.In the example shown in the alignment chart of Fig. 2, transmitting ratio ρ 2, ρ 3Be respectively 0.463 and 0.415.
Clearly visible as alignment chart from Fig. 2, set up first P PARK Position P (1 P PARK Position P) that has the most at a high speed than (being the highest ratio of the rotating speed of input shaft 16) to the rotating speed of output gear 28 by engagement first clutch C1 and the second drg B2.In other words, first clutch C1 is entered under the situation of its engagement, rotatablely moving of input shaft 16 is delivered to the 4th rotary module RM4 by first gear unit 20, so that the 4th rotary module RM4 rotates under the speed that is lower than input shaft 16 rotating speeds.The second drg B2 is entered under the situation of its engagement, making the second rotary module RM2 non-rotatable.As a result, be connected under the represented speed of the 3rd rotary module RM3 " 1st " in the alignment chart by Fig. 2 of output gear 28 and rotate, change-speed box 10 is placed in 1 P PARK Position P simultaneously.
Set up second P PARK Position P (2 P PARK Position P) by the engagement first clutch C1 and the first drg B1 with speed ratio lower than 1 P PARK Position P.In other words, first clutch C1 is entered under the situation of its engagement, the 4th rotary module RM4 rotates under the speed that is lower than input shaft 16 rotating speeds.The first drg B 1 is entered under the situation of its engagement, making the first rotary module RM1 non-rotatable.As a result, rotate under the represented speed of the 3rd rotary module RM3 " 2nd " in the alignment chart by Fig. 2, change-speed box 10 is placed in 2 P PARK Position Ps simultaneously.
Set up third gear position (3 P PARK Position P) by engagement first clutch C1 and three-clutch C3 with speed ratio lower than 2 P PARK Position Ps.In other words, first clutch C1 is entered under the situation of its engagement, the 4th rotary module RM4 rotates under the speed that is lower than input shaft 16 rotating speeds.Three-clutch C3 is entered under the situation of its engagement, and rotatablely moving of input shaft 16 is delivered to the first rotary module RM1 by first gear unit 20, so that the first rotary module RM1 rotates under the speed that is lower than input shaft 16 rotating speeds.As a result, rotate under the represented speed of the 3rd rotary module RM3 " 3rd " in the alignment chart by Fig. 2, change-speed box 10 is placed in 3 P PARK Position Ps simultaneously.
Set up fourth speed position (4 P PARK Position P) by engagement first clutch C1 and four clutches C4 with speed ratio lower than 3 P PARK Position Ps.In other words, first clutch C1 is entered under the situation of its engagement, the 4th rotary module RM4 rotates under the speed that is lower than input shaft 16 rotating speeds.Four clutches C4 is entered under the situation of its engagement, and the first rotary module RM1 rotates under the speed identical with input shaft 16.As a result, rotate under the represented speed of the 3rd rotary module RM3 " 4th " in the alignment chart by Fig. 2, change-speed box 10 is placed in 4 P PARK Position Ps simultaneously.
Set up the 5th P PARK Position P (5 P PARK Position P) by engagement first clutch C1 and second clutch C2 with speed ratio lower than 4 P PARK Position Ps.In other words, first clutch C1 is entered under the situation of its engagement, the 4th rotary module RM4 rotates under the speed that is lower than input shaft 16 rotating speeds.Second clutch C2 is entered under the situation of its engagement, and the second rotary module RM2 rotates under the speed identical with input shaft 16.As a result, rotate under the represented speed of the 3rd rotary module RM3 " 5th " in the alignment chart by Fig. 2, change-speed box 10 is placed in 5 P PARK Position Ps simultaneously.
Set up the 6th P PARK Position P (6 P PARK Position P) by engagement second clutch C2 and four clutches C4 with speed ratio lower than 5 P PARK Position Ps.In other words, second clutch C2 is entered under the situation of its engagement, the second rotary module RM2 rotates under the speed identical with input shaft 16.Four clutches C4 is entered under the situation of its engagement, and the first rotary module RM1 rotates under the speed identical with input shaft 16.As a result, rotate under the represented speed of the 3rd rotary module RM3 " 6th " in the alignment chart by Fig. 2, change-speed box 10 is placed in 6 P PARK Position Ps simultaneously.The speed ratio of this 6 P PARK Position P is 1.0.
Set up the 7th P PARK Position P (7 P PARK Position P) by engagement second clutch C2 and three-clutch C3 with speed ratio lower than 6 P PARK Position Ps.In other words, second clutch C2 is entered under the situation of its engagement, the second rotary module RM2 rotates under the speed identical with input shaft 16.Three-clutch C3 is entered under the situation of its engagement, and the first rotary module RM1 rotates under the speed that is lower than input shaft 16 rotating speeds.As a result, rotate under the represented speed of the 3rd rotary module RM3 " 7th " in the alignment chart by Fig. 2, change-speed box 10 is placed in 7 P PARK Position Ps simultaneously.
Set up the 8th P PARK Position P (8 P PARK Position P) by the engagement second clutch C2 and the first drg B1 with speed ratio lower than 7 P PARK Position Ps.In other words, second clutch C2 is entered under the situation of its engagement, the second rotary module RM2 rotates under the speed identical with input shaft 16.The first drg B1 is entered under the situation of its engagement, making the first rotary module RM1 non-rotatable.As a result, rotate under the represented speed of the 3rd rotary module RM3 " 8th " in the alignment chart by Fig. 2, change-speed box 10 is placed in 8 P PARK Position Ps simultaneously.
Change-speed box 10 drives forwards and also has first and second the gear to rear drive gear R1, R2 except above-mentioned eight.First has to rear drive gear (R1) and to be higher than second speed ratio to rear drive gear (R2), and by meshing three-clutch C3 and the second drg B2 sets up.Three-clutch C3 is entered under the situation of its engagement, and the first rotary module RM1 rotates under the speed that is lower than input shaft 16 rotating speeds.The second drg B2 is entered under the situation of its engagement, making the second rotary module RM2 non-rotatable.As a result, contrarotation under the represented speed of the 3rd rotary module RM3 " R1 " in alignment chart by Fig. 2, change-speed box 10 is placed in first to rear drive gear (R1) simultaneously.Have be lower than first to the speed ratio of rear drive gear (R1) second to rear drive gear (R2) by meshing four clutches C4 and the second drg B2 sets up.Four clutches C4 is entered under the situation of its engagement, and the first rotary module RM1 rotates under the speed identical with input shaft 16.The second drg B2 is entered under the situation of its engagement, making the second rotary module RM2 non-rotatable.As a result, contrarotation under the represented speed of the 3rd rotary module RM3 " R2 " in alignment chart by Fig. 2, change-speed box 10 is placed in second to rear drive gear (R2) simultaneously.First and second also can be hereinafter referred to as first P PARK Position P and second P PARK Position P to rear drive to the rear drive gear.
Fig. 3 is that above-mentioned each of expression drives the mode of operation of each power-transfer clutch C1-C4 in gear and drg B1, B2 and each drives the table of the speed ratio of gear.In the table of Fig. 3, " zero " (circle) represented the engagement of each friction coupling device, and blank (not having circle) represents the releasing orientation of each friction coupling device.Each speed ratio that drives gear depends on each first, second and the transmitting ratio ρ of the third line star gear cluster 18,22,24 1, ρ 2, ρ 3At transmitting ratio ρ 1, ρ 2, ρ 3Be respectively 0.463,0.463 and 0.415 (ρ 1=0.463, ρ 2=0.463, ρ 3=0.415) under the situation, drives gear and be endowed each speed ratio that the appropriate speed ratio stride is provided between the adjacent driven gear, and also be endowed big to about 6.578 (=4.532/0.667) speed ratio range.In addition, first and second be endowed suitable speed ratio to rear drive gear (R1, R2).Therefore can obtain suitable characteristic about speed ratio.
As mentioned above, change-speed box 10 is constructed to be permeable to by optionally meshing and unclamping four power-transfer clutch C1-C4 and two drg B1, B2 and set up eight and drive forwards gear.Can make change-speed box 10 compact dimensions, thereby can be installed on the vehicle with high-freedom degree, this is owing to its simple structure, wherein mainly two intermediate drive path P A1, PA2 of different speed ratios constitute first gear unit 20 by having separately, and second gear unit 26 mainly is made of two compound planet gears 22,24.In addition, as mentioned above, change-speed box 10 provides suitable speed ratio stride between the speed ratio of wide region and adjacent driven gear.In addition, as clearly visible from the table of Fig. 3, can set up each and drive gear by meshing among four power-transfer clutch C1-C4 and two drg B1, the B2 corresponding two simply.This layout allows more easily to control the gear shift action of change-speed box 10, and makes and can limit the impact that is caused by the gear shift action.
Fig. 4 is the block diagram that control system is shown, and described control system is used to control driving engine 8, power-transfer clutch Ci, automatic transmission with hydraulic torque converter 10 and dynamoelectric machine MG1, MG2 (wherein each is also as the driving propulsion source of driving engine 8).This control system comprises the electronic control unit (ECU) 90 according to the first embodiment of the invention structure.ECU 90 is arranged to receive each signal of sensor, and these sensors comprise accelerator pedal sensor 51, engine speed sensor 58, suction quantity sensor 60, throttle sensor 62, car speed sensor 64, drive shaft speed sensor 66, brake switch 68, gear shifting handle position transduser 74, coolant water temperature sensor 76, oil temperature sensor 80, catalyst-temperature pickup 82 and acceleration pick-up 84.Operational ton or angle A cc that accelerator pedal sensor 51 detects the accelerator operation member that adopts acceleration pedal 50 forms are set, and this acceleration pedal 50 is depressed and the desired output of chaufeur is measured accordingly.Electronic throttle 56 is arranged in the air inlet pipe of driving engine 8, and is driven so that the aperture θ of throttle gate 56 by throttle actuator 54 THOperation angle Acc corresponding to acceleration pedal 50.ISC (idle-speed control) valve 53 is arranged in the bypass path 52 that gets around throttle gate 56, is used to control the idling NE of driving engine 8 IDLIn other words, isc valve 53 is operated to control suction quantity when throttle gate 56 is closed fully, with the idling NE of control driving engine 8 IDLThe rotational speed N E that engine speed sensor 58 comes detection of engine 8 is set, i.e. the rotating speed of the first dynamoelectric machine MG1 (hereinafter referred to as " MG1 ").The suction quantity Q that suction quantity sensor 60 comes detection of engine 8 is set.The aperture θ that throttle sensor 62 detects throttle gate 56 is set THThis throttle sensor 62 comprises the Idle Switch of the complete shut-down state that is used to detect throttle gate 56.The rotational speed N out that car speed sensor 64 detects the output shaft 28 of change-speed box 10 is set, i.e. the moving velocity V of vehicle.The rotational speed N in that drive shaft speed sensor 66 detects the input shaft 16 of change-speed box 10 is set, i.e. the rotating speed of the second dynamoelectric machine MG2 (hereinafter referred to as " MG2 ").Brake switch 68 is set detects operation as the foot-operated brake of foundation brakes.The current selected operating position P that gear shifting handle position transduser 74 detects gear shifting handle 72 is set SHThe temperature T w that coolant water temperature sensor 76 comes cooling water expansion tank in the detection of engine 8 is set.The temperature T oil that oil temperature sensor 80 detects power fluid in the change-speed box 10 is set.The temperature T re that catalyst-temperature pickup 82 detects the catalyst that is used for cleaning exhaust gas is set.The acceleration/accel G that acceleration pick-up 84 detects vehicle is set.
ECU 90 receives rotational speed N E, the suction quantity Q of driving engine 8, the aperture θ of throttle gate 56 of expression driving engine 8 from the sensor and switch TH, vehicle the rotational speed N in, current of moving velocity V, input shaft 16 whether at the operating position P that carries out brake operating, gear shifting handle 72 SH, the signal of the acceleration/accel G of the temperature T re of the temperature T oil of power fluid, catalyst and vehicle among the temperature T w, change-speed box 10 of cooling water expansion tank in the driving engine 8.ECU 90 comprises so-called microcomputer, and it comprises central processing unit (CPU), read-only memory (ROM) (ROM), random access storage device (RAM) and IO interface.CPU carries out signal processing operations according to the control program that is stored among the ROM when using the ephemeral data memory function of RAM, to carry out various control routines, for example: the driving engine output control routine that is used to control the output of driving engine 8; Be used to control the shifting of transmission control routine of the gear shift action of change-speed box 10; Be used for when the gear shift action of finishing change-speed box 10, absorbing the impact absorption control routine that impacts; And be used to control the mixed drive controlling routine that each all places MG1, MG2 under its power running state or the energy recovery braking mode.In this regard, the CPU of ECU 90 is divided into engine control part, gear shift operation control part branch, mixed drive control part and other parts.
In the driving engine output routine of carrying out by ECU 90, the output of driving engine 8 is controlled by the electronic throttle 56 that is opened and closed by throttle actuator 54, and the igniter device 94 by the timing of ignition that can operate fuel injector device 92 that control is ejected into the amount of fuel in the driving engine 8, can operate control driving engine 8 and the isc valve 53 that can operate the control engine idle are controlled.The aperture θ of electronic throttle 56 THBy throttle actuator 54 based on the operational ton Acc of detected acceleration pedal 50 and according to accelerator-pedal operation amount Acc and throttle THBetween predetermined relationship (referring to Fig. 5) control so that aperture θ THIncrease with accelerator-pedal operation amount Acc increases.When driving engine 8 startings, power-transfer clutch Ci is placed in its releasing orientation, is used as electric motor driven MG1 with the bent axle 9 that allows driving engine 8 and starts.
In the shifting of transmission control routine performed, based on the aperture θ of detected throttle gate 56 by ECU 90 TH(%), judge that change-speed box 10 should be lowered category or upgrade with detected Vehicle Speed V and according to the gear shift control data figure (gear shift boundary line as shown in Figure 6) among the ROM that is stored in ECU 90.That is, judge by detected value θ THWhether crossed arbitrary gear shift boundary line with the defined vehicle ' condition of V.When any upgrade or during shift-down action of need determining automatic transmission with hydraulic torque converter 10, modulated pressure control unit 98 is realized needed upgrading or shift-down action, thereby the suitable AT electromagnetic valve 99 of modulated pressure control unit 98 (its magnet coil suitably encouraged or deenergization suitably to locate its spool), with the appropriate combination of the mode of operation of setting up above-mentioned power-transfer clutch C1-C4 and drg B1, B2, this combination is corresponding among gear and the Neutral Position N selected one.Note, the clutch control valve 96 of control setting in hydraulic control unit 98, so that carry out during the shifting of transmission control routine, at least during the what is called of vehicle " is started and travelled ", carry out under the situation of shifting of transmission control routine, promptly make the vehicle period of acceleration, power-transfer clutch Ci is remained under its engagement at bend the throttle 50.
ECU 90 comprises shifting of transmission controller 110, and it is assigned to based on the aperture θ as the throttle gate 56 of parameter TH(%) carry out above-mentioned shifting of transmission control routine with Vehicle Speed V and according to predetermined gear shift control data figure (gear shift boundary line as shown in Figure 6).Gear shift control data figure is expressed as like this, so that work as Vehicle Speed V reduction or work as throttle THChange-speed box 10 is lowered category increase its speed ratio Nin/Nout.In addition, in the shifting of transmission control routine, when each power-transfer clutch C1-C4 and drg B1, B2 switch to its releasing orientation or when opposite, by AT line pressure control electromagnetic valve and its hydraulic pressure of the meticulous control of linear solenoid valve SLT, thereby can carry out the gear shift action smoothly from its engagement.Attention does not illustrate shift-down boundary line in the gear shift control data figure of Fig. 6, and there is shown shift-up boundary line in data.
But gear shifting handle 72 M/Cs in the position shown in Figure 7 selected: the stop position P of the rotation of the power transmission path that is selected to cut off drive between propulsion source (being driving engine 8, MG1, MG2) and the drive wheel and the output shaft 28 of locking change-speed box 10; Be selected to the car backing position R that makes output shaft 28 contrarotations; Be selected to cut off the Neutral Position N of power transmission path; Be selected to set up the driving gear D of automatic shift mode, automatic transmission with hydraulic torque converter 10 one of is driven forwards in the gear (1 grade to 8 grades) with powered vehicle on working direction by autoshift to eight in this pattern; And the manual position M that is selected to set up manual shift mode.In manual shift mode, to position (+) or the downshift position (-) of upgrading, can set up one of shift range or drive forwards one of gear by operation in tandem gear shifting handle 72 on the direction that upgrades or lower category.Each gear shifting handle 72 is moved to when upgrading position (+) change-speed box 10 is upgraded, and each gear shifting handle 72 just makes change-speed box 10 lower category when being moved to downshift position (-).As mentioned above, come among detection position P, R, N, D, the M current selected one by gear shifting handle position transduser 74.In the shifting of transmission control routine of carrying out by ECU90, change the shift range of in change-speed box 10, setting up or drive gear in response to the M/C of in manual shift mode, realizing.
During the gear shift action, with rotating speed the value from gear shift action before value change to gear shift action after of set rate with driving engine 8.When the rotating speed of driving engine 8 became the corresponding synchronous speed of altered speed ratio that equals with change-speed box 10, the rotating speed of shutting engine down 8 changed fast, equaled synchronous speed to force rotating speed remained.In the case, engine speed changes stops to have caused the elastic torsion vibration in the power transmission path fast, causes shifting shock thus.Elastic torsion vibration is arranged under the situation in the power transmission path and not really remarkable at the fluid power power drive such as turbine transformer.But a kind of like this torsion oscillations is significant in power transmission path as shown in Figure 1, and wherein bent axle 9 and input shaft 16 are coupled to each other by the mechanical element such as power-transfer clutch Ci.In the impact absorption control routine of being carried out by ECU 90, control MG1 and/or MG2 produce the phase place torque oscillation opposite with torsion oscillations.Except producing anti-phase torque oscillation, carry out the additional routines such as output torque reduces routine and clutch control routine on demand as torque-limiting.Reduce in the routine at output torque, postpone to reduce the output torque of driving engine 8 by the timing of ignition that during the gear shift action, makes driving engine 8.In the clutch control routine, power-transfer clutch Ci is placed in it and is totally released state or its sliding mode when finishing the gear shift action.
In the mixed drive controlling routine of carrying out by ECU 90, the mode of operation of control clutch Ci and dynamoelectric machine MG1, MG2 is to set up a kind of vehicle operation pattern (for example motor drive mode, engine drive pattern, motor/engine drive pattern and energy recovery braking mode) of selecting based on the travel conditions of vehicle.For example, in the motor drive mode that is used for making vehicle very undisturbedly start or to travel, MG2 controller 104 control inverters 106 are so that electric energy is fed to MG2 from electrical energy storage device 108 by inverter 106, and the clutch control valve 96 of modulated pressure control unit 98 is so that remain on power-transfer clutch Ci under its releasing orientation simultaneously.In the engine drive pattern, control clutch control cock 96 is to remain on power-transfer clutch Ci under its engagement, thereby the output of driving engine 8 is delivered to the input shaft 16 of change-speed box 10 by power-transfer clutch Ci, place under its charge condition that produces electric energy simultaneously by MG1 controller 102 or MG2 controller 104 control MG1 or MG2, thus with the power storage that produced in electrical energy storage device 108.So, also can be after in a single day diminishing by MG1 or MG2 powered vehicle even be stored in electric flux in the electrical energy storage device 108.In the motor/engine drive pattern, the output of the output of MG1 and/or MG2 and driving engine 8 is delivered to the input shaft 16 of change-speed box 10 by remaining on power-transfer clutch Ci under its engagement, so that vehicle can quicken.At the operation brake pedal and during or in the energy recovery braking mode set up for the braking force that obtains q.s during sliding of vehicle inertia to the vehicle brake activation, 104 control MG2 place its charge condition by the MG2 controller, provide braking force by producing the energy recovery torque that electric energy consumes, simultaneously by inverter 106 with the power storage that produced in electrical energy storage device 108.
Fig. 8 is the block diagram that a part of distributing the ECU 90 that carries out the impact absorption control routine is shown.Shifting of transmission controller 110 is based on the actual aperture θ of throttle gate 56 TH(%) with actual vehicle moving velocity V and according to the gear shift control data figure (as shown in Figure 6) among the ROM that is stored in ECU 90, judge that change-speed box 10 should be lowered category or upgrade, if judging then needs any of change-speed box 10 to upgrade or shift-down action, then the shift command signal is delivered to hydraulic control unit 98, thereby in change-speed box 10, realizes required upgrading or shift-down action automatically.For example, the 2-3 shift-up action of change-speed box 10, at first start the action of unclamping of drg B1, start the engagement action of power-transfer clutch C3 in the time of the engagement torque that still keeps drg B1 subsequently to a certain extent from 2 P PARK Position Ps to 3 P PARK Position Ps.In other words, at the speed ratio of change-speed box 10 γ from 2 P PARK Position Ps 2γ to 3 P PARK Position Ps 3Conversion in, wherein drg B1 and power-transfer clutch C3 have the stage of meshing torque separately such one.The gear shift action is finished when the engagement action of unclamping action and power-transfer clutch C3 of drg B1 is all finished.
ECU 90 comprises that also gear shift action launching detector or determining device 112 and gear shift action finish detector or determining device 114, its be assigned to detect respectively change-speed box 10 the gear shift action startup and finish.Particularly, gear shift action launching determining device 112 whether from 110 outputs of shifting of transmission controller, judges whether to have started the gear shift action that the shifting of transmission control routine by shifting of transmission controller 110 carries out according to the shift command signal.When detecting the shift command signal, 112 judgements of gear shift action launching determining device have started the gear shift action.In in the sequential chart of Fig. 9 and 10 each, " t 1" time point of expression output shift command signal.Gear shift action finish determining device 114 according to the rotational speed N in of the input shaft 16 of change-speed box 10 whether from the gear shift action before the corresponding value of driving gear change to change-speed box 10 because the corresponding value of gear that the gear shift action is changed to, perhaps whether become and equaled synchronous speed (being that the rotational speed N out of output shaft 28 of change-speed box 10 and change-speed box 10 are because the product of the newly-built speed ratio that the gear shift action is set up), judged that gear shift is moved whether to finish according to the rotational speed N in of input shaft 16.In addition, gear shift action finish determining device 114 also according to the rotational speed N in of input shaft 16 whether no better than or near synchronous speed, judge whether the gear shift action is almost finished.Particularly, in 2-3 shift-up action shown in Figure 9, at time point t 5The rotational speed N in that detects input shaft 16 has been reduced to and has equaled and the corresponding synchronous speed of 3 P PARK Position Ps, i.e. the speed ratio γ of the rotational speed N out of the output shaft 28 of change-speed box 10 and 3 P PARK Position Ps 3Product (=rotational speed N out * speed ratio γ 3), and at time point t 4The rotational speed N in that detects input shaft 16 has been reduced to synchronous speed no better than.In 3-2 shift-down action shown in Figure 10, at time point t 5The rotational speed N in that detects input shaft 16 has been increased and has become to equal and the corresponding synchronous speed of 2 P PARK Position Ps, i.e. the speed ratio γ of the rotational speed N out of the output shaft 28 of change-speed box 10 and 2 P PARK Position Ps 2Product (=rotational speed N out * speed ratio γ 2), and at time point t 4The rotational speed N in that detects input shaft 16 almost is elevated to and equals synchronous speed.
ECU 90 comprises anti-phase torque oscillation availability determining device 116, it can be operated and judge whether and can apply anti-phase torque oscillation to power transmission path by the torque oscillation killer 118 of ECU 90, the torque oscillation that is produced in the power transmission path when finishing the gear shift action to be limited in.This judgement for example can be used for exporting the temperature of working condition, electrical motor of the electrical motor (MG1, MG2) of anti-phase torque oscillation and the electric flux that is stored in to the electrical energy storage device 108 of electrical motor supply electric energy carries out based on each.In this arranges, be higher than threshold value or power storage amount less than threshold value if for example detect the temperature of motor fault, electrical motor, then anti-phase torque oscillation availability determining device 116 is judged cannot carry out applying of anti-phase torque oscillation.
Be provided with that torque oscillation killer 118 limits since fast shutting engine down 8 rotating speeds change and in the final stage of gear shift action or the torque oscillation that and then produced in the power transmission path after the gear shift action.Particularly, torque oscillation killer 118 is mainly used to make MG1 or MG2 to produce the phase place anti-phase torque oscillation opposite with the torque oscillation that is produced, to offset the torque oscillation that is produced.In addition, torque oscillation killer 118 makes power-transfer clutch Ci place its releasing orientation or sliding mode, and/or makes the output of driving engine 8 temporarily reduce, with torque-limiting vibration thus.Torque oscillation is represented by the represented pulsation of dotted line in each of Fig. 9 and 10.
Torque oscillation killer 118 comprises that anti-phase torque oscillation controller 120, clutch controller 122 and output torque reduce device 124.When gear shift action is finished determining device 114 and is judged that the gear shift action has been finished or almost finished, operate that anti-phase torque oscillation controller 120 is estimated or determine, in addition the amplitude of the anti-phase torque oscillation that will export from MG1 or MG2 because driving engine 8 forces to remain the amplitude of the torque oscillation that the behavior that equals synchronous speed produces with rotational speed N E.Anti-phase torque oscillation controller 120 is based on the speed ratio γ that set up in change-speed box 10 before or after the gear shift action, according to the relation that adopts data plot (as shown in figure 11) form among the ROM that is stored in ECU 90, come the amplitude of definite torque oscillation that is produced and the amplitude of anti-phase torque oscillation.Then, anti-phase torque oscillation controller 120 makes MG1 or MG2 at time point t 5And t 6Between time period in determine the anti-phase torque oscillation of amplitude to some extent to the power transmission path output device, as shown in Figures 9 and 10.Note, the torque oscillation that is produced in the power transmission path when the gear shift action is finished has the intrinsic characteristic of power transmission path to institute's investigation vehicle, feasible frequency, damping factor and other characteristics that can obtain the torque oscillation that produces in the test of carrying out in advance.The characteristic of Huo Deing can be used as data storage in the ROM of ECU 90 like this, be suitable for having such waveform thereby can make from the anti-phase torque oscillation of MG1 or MG2 output, its phase place and the torque oscillation that is produced on the contrary and frequency and damping factor identical with the torque oscillation that produced.The above-mentioned amplitude of anti-phase torque oscillation is corresponding to the torque controlling quantity of the anti-phase torque oscillation controller of being represented by the longitudinal axis of Figure 11 120, and accurately represents the amplitude of first ripple of anti-phase torque oscillation.As clearly visible from Figure 11, the torque controlling quantity reduces and reduces with speed ratio γ's.
In addition, anti-phase torque oscillation controller 120 reduces the decrease that device 124 temporarily reduces based on the output torque of driving engine 8 by output torque, according to the relation that adopts data plot (as shown in figure 12) form among the ROM that is stored in ECU 90, determines the torque controlling quantity.Then, anti-phase torque oscillation controller 120 makes MG1 or MG2 determine the anti-phase torque oscillation of torque controlling quantity (promptly definite amplitude) to some extent to the power transmission path output device.
Clutch controller 122 according to the relation that adopts data plot (as shown in figure 13) form among the ROM that is stored in ECU 90, is determined the clutch slip rate based on actual torque inverse amplification factor (%).Then, clutch controller 122 reduces the engagement torque of power-transfer clutch Ci, so that power-transfer clutch Ci shows determined sliding ratio.Applying in the stage of anti-phase torque oscillation to power transmission path by anti-phase torque oscillation controller 120, promptly at time point t 4When synchronous speed (the rotational speed N in of input shaft 16 no better than) and time point t 6In time period between when torque oscillation (end apply anti-phase), temporarily reduce the engagement torque of power-transfer clutch Ci.Notice that above-mentioned torque inverse amplification factor is defined as vibrating with respect to abundant torque-limiting from the obtainable part of other measures in the whole torque controlling quantity ratio (%) of desired whole torque controlling quantity.As in the torque controlling quantity from the obtainable part of other measures, the decrease that the torque of driving engine 8 is reduced by the timing of ignition that postpones driving engine 8 is arranged, and gives the amount of torque that MG1 or MG2 reduce the inertia torque of driving engine 8.As clearly visible, increase along with reducing of torque inverse amplification factor as the sliding ratio of expected value, and reduce with the increase of torque inverse amplification factor from Figure 13.
Output torque reduce device 124 for example the timing of ignition by postponing driving engine 8, by reducing the aperture θ of throttle gate 56 TH, and/or temporarily reduce the output torque of driving engine 8, the amplitude of the torque oscillation that in power transmission path, is produced when finishing the gear shift action with restriction by the restriction fuel injection amount.Note driving engine 8 output torques temporarily reduce under change-speed box 10 upgrades situation, in the inertia phase of gear shift action, carry out (referring to Fig. 9), and in change-speed box 10 lowers category the final stage of the next inertia phase in the gear shift action of situation, carry out (referring to Figure 10).
Next with reference to the diagram of circuit of Figure 14 in detail, the impact absorption control routine of carrying out with predetermined cycle time by ECU 90 will be described.
This routine begins with the step S1 that is realized by gear shift action launching determining device 112, and whether the gear shift of judging change-speed box 10 moves well afoot.If obtain negative decision (denying), then in step S2, realize finishing performance period of this control routine after other controls at step S1.If obtain positive result (being) at step S1, then control flows proceeds to by output torque and reduces the step S3 that device 124 is realized, temporarily reduces the output torque of driving engine 8.As mentioned above, under the situation that change-speed box 10 upgrades, change therein in the whole inertia phase of rotational speed N E of driving engine 8 and carry out temporarily reducing of driving engine 8 output torques, as shown in Figure 9.Under the situation that change-speed box 10 lowers category, in the final stage of inertia phase, carry out temporarily reducing of driving engine 8 output torques, as shown in figure 10.
Be to finish the step S4 that determining device 114 is realized after the step S3 by the gear shift action, whether equaled with change-speed box 10 because the corresponding synchronous speed of driving gear that the gear shift action is changed to judges whether the gear shift action is finished with rotational speed N E according to driving engine 8.If obtain negative decision (denying), then in step S2, realize finishing performance period of this control routine after other controls at step S4.If obtain positive result (being) at step S4, then control flows proceeds to the step S5 that is realized by anti-phase torque oscillation availability determining device 116, to consider temperature that each is used for exporting the working condition of the electrical motor (MG1, MG2) of anti-phase torque oscillation, electrical motor and under the situation of the electrical energy storage device 108 remaining electric fluxs of electrical motor supply electric energy, to judge whether the torque oscillation that is produced when can apply anti-phase torque oscillation finishes the gear shift action to be limited in.
If obtain positive result (being) at step S5, then control flows proceeds to the step S6 that is realized by anti-phase torque oscillation controller 120, come to determine because driving engine 8 forces to remain the amplitude of the torque oscillation that the behavior that equals synchronous speed produces with rotational speed N E, also determine the amplitude of the anti-phase torque oscillation that will export from MG1 or MG2.Anti-phase torque oscillation controller 120 according to the data plot of Figure 11 among the ROM that is stored in ECU 90, comes the amplitude of definite torque oscillation that is produced and the amplitude of anti-phase torque oscillation based on the speed ratio γ of current foundation, makes MG1 or MG2 at time point t then 5And t 6Between time period in determine the anti-phase torque oscillation of amplitude to some extent to the power transmission path output device, as shown in Figures 9 and 10.With the realization while of step S6, by clutch controller 122 performing step S7, with based on above-mentioned actual torque inverse amplification factor, data plot according to Figure 13 among the ROM that is stored in ECU 90, determine the clutch slip rate, clutch controller 122 reduces the engagement torque of power-transfer clutch Ci then, so that power-transfer clutch Ci shows determined sliding ratio.At time point t 4When synchronous speed (the rotational speed N in of input shaft 16 no better than) and time point t 6In time period between when torque oscillation (end apply anti-phase), temporarily reduce the engagement torque of power-transfer clutch Ci.Then, with the performance period that step S8 finishes Figure 14 routine, performing step S8 operates to finish current impact absorption control routine.
If obtain negative decision (denying) at step S5, then control flows proceeds to step S9, wherein determines the clutch slip rate by clutch controller 122, sliding ratio is defined as being higher than determined ratio in step S7.Then, applying to power transmission path in the stage of anti-phase torque oscillation, temporarily reducing the engagement torque of power-transfer clutch Ci, so that power-transfer clutch Ci shows determined sliding ratio.After the step S9 is step S8, operates to finish current impact absorption control routine.
As clearly visible from the above description, in according to the control convenience of the employing ECU90 form of first embodiment of the invention structure (it is used for what change-speed box 10 took place that gear shift action control simultaneously has the input shaft 16 that is mechanically connected to driving engine 8 grade automatic transmission with hydraulic torque converter 10 being arranged), torque oscillation killer 118 is set with when the gear shift of finishing change-speed box 10 is moved, operation reduces or is limited in the torque oscillation that is produced in the power transmission path of vehicle, makes the shifting shock that can minimize or reduce to be caused by torque oscillation thus.In torque oscillation killer 118 or anti-phase torque oscillation controller 120 gear shift when action in finishing change-speed box, apply anti-phase torque oscillation to power transmission path, make can with the phase place anti-phase torque oscillation opposite with the torque oscillation that is produced effectively neutralize or offset torque oscillation (owing to move in gear shift generation when finishing stopping fast of driving engine 8 rotating speeds change and in power transmission path, produce).So can effectively offset the torque oscillation that is produced by anti-phase torque oscillation, the feasible thus shifting shock that torque oscillation caused that can reduce generation when finishing the gear shift action.
In addition, torque oscillation killer 118 comprises anti-phase torque oscillation controller 120, the latter is operated to make as the MG1 of the electrical motor of the input shaft 16 that is operably connected to change-speed box 10 or the anti-phase torque oscillation that MG2 output is applied to the input shaft 16 of change-speed box 10, so that can offset the torque oscillation that is produced effectively, can advantageously reduce the shifting shock that causes by torque oscillation thus by the anti-phase torque oscillation of MG1 or MG2 output.
In addition, torque oscillation killer 118 comprises clutch controller 122, the gear shift of the latter in finishing change-speed box 10 is operated to temporarily power-transfer clutch Ci be placed its sliding mode or releasing orientation when moving, so that can further reduce the shifting shock that causes by torque oscillation thus reliably by applying anti-phase torque oscillation and placing the cooperation of sliding mode or releasing orientation to limit the torque oscillation that is produced power-transfer clutch Ci.
In addition, anti-phase torque oscillation availability determining device 116 is provided to also judge whether anti-phase torque oscillation can be used to be applied to power transmission path when finishing the gear shift action.Judge that at anti-phase torque oscillation availability determining device 116 clutch controller 122 of torque oscillation killer 118 is operated to power-transfer clutch Ci is placed its sliding mode or releasing orientation under the disabled situation of anti-phase torque oscillation.Making that for a certain reason applied anti-phase torque oscillation becomes under impossible situation by torque oscillation killer 118 or anti-phase torque oscillation controller 120, this layout can reduce shifting shock to a certain extent by power-transfer clutch Ci temporarily being placed its sliding mode or releasing orientation make.
In addition, torque oscillation killer 118 comprises that output torque reduces device 124 and anti-phase torque oscillation controller 120, output torque reduces device 124 and is operated to temporarily to reduce the output torque of driving engine 8 in the final stage of gear shift action, and anti-phase torque oscillation controller 120 is operated to reduce the amplitude that decrease that device 124 reduced changes anti-phase torque oscillation based on engine output torque by output torque.Deposit at this cloth, reduced to finish the torque oscillation that is produced when gear shift is moved to a certain extent because reduce device 124 by output torque, so can reduce such as the load on the anti-phase torque oscillation generator of the MG1 of the input shaft 16 that is operably connected to change-speed box 10 and MG2, this generator can be operated and produce anti-phase torque oscillation to offset the torque oscillation that is being produced when finishing the gear shift action.
In addition, torque oscillation killer 118 comprises anti-phase torque oscillation controller 120, and the latter can operate and drive in the gears current selected one and change the amplitude of anti-phase torque oscillation according to relation shown in Figure 11 based on change-speed box 10.Because the amplitude of the torque oscillation that is produced when finishing the gear shift action changes with change-speed box 10 current selected driving gears, so, can further effectively reduce the shifting shock that causes by torque oscillation by change the amplitude of anti-phase torque oscillation based on change-speed box 10 current selected driving gears.
Next with reference to figure 9-13 and 15-18, with the electronic control unit of describing as the control convenience of constructing (ECU) 190 according to second embodiment of the invention.In following description, will be used to indicate corresponding element on the function with identical label used among above-mentioned first embodiment about second embodiment.
ECU 90 with above-mentioned first embodiment of the invention is the same, the ECU 190 of this second embodiment comprises microcomputer, it comprises CPU, ROM, RAM and IO interface and carries out various control routines, for example: the driving engine output control routine that is used to control the output of driving engine 8; Be used to control the shifting of transmission control routine of the gear shift action of change-speed box 10; Be used for when the gear shift action of finishing change-speed box 10, absorbing the impact absorption control routine that impacts; And be used to control the mixed drive controlling routine that each all places MG1, MG2 under its power running state or the energy recovery braking mode.
Figure 16 is the block diagram that a part of distributing the ECU 190 that carries out the impact absorption control routine is shown.ECU 190 comprises shifting of transmission controller 210, and it is based on the actual aperture θ of throttle gate 56 TH(%) with actual vehicle moving velocity V and according to the gear shift control data figure (as shown in Figure 6) among the ROM that is stored in ECU 190, judge that change-speed box 10 should be lowered category or upgrade, if judging then needs any of change-speed box 10 to upgrade or shift-down action, then the shift command signal is delivered to hydraulic control unit 98, thereby in change-speed box 10, realizes required upgrading or shift-down action automatically.
ECU 190 comprises that also gear shift action launching detector or determining device 212 and gear shift action finish detector or determining device 214, its be assigned to detect respectively change-speed box 10 the gear shift action startup and finish.Particularly, gear shift action launching determining device 212 whether from 210 outputs of shifting of transmission controller, judges whether to have started the gear shift action that the shifting of transmission control routine by shifting of transmission controller 210 carries out according to the shift command signal.When detecting the shift command signal, 212 judgements of gear shift action launching determining device have started the gear shift action.In in the sequential chart of Fig. 9 and 10 each, " t 1" time point of expression output shift command signal.Gear shift action finish determining device 214 according to the rotational speed N in of the input shaft 16 of change-speed box 10 whether from the gear shift action before the corresponding value of driving gear change to change-speed box 10 because the corresponding value of gear that the gear shift action is changed to, perhaps whether become and equaled synchronous speed (being that the rotational speed N out of output shaft 28 of change-speed box 10 and change-speed box 10 are because the product of the newly-built speed ratio that the gear shift action is set up), judged that gear shift is moved whether to finish according to the rotational speed N in of input shaft 16.In addition, gear shift action finish determining device 214 also according to the rotational speed N in of input shaft 16 whether no better than or near synchronous speed, judge whether the gear shift action is almost finished.Particularly, in 2-3 shift-up action shown in Figure 9, at time point t 5The rotational speed N in that detects input shaft 16 has been reduced to and has equaled and the corresponding synchronous speed of 3 P PARK Position Ps, and at time point t 4The rotational speed N in that detects input shaft 16 almost is reduced to and equals synchronous speed.In 3-2 shift-down action shown in Figure 10, at time point t 5The rotational speed N in that detects input shaft 16 has been increased and has become to equal and the corresponding synchronous speed of 2 P PARK Position Ps, and at time point t 4The rotational speed N in that detects input shaft 16 almost is elevated to and equals synchronous speed.
In Fig. 9 and 10 the sequential chart each all illustrates such example, wherein limits the torque oscillation that and then gear shift action is produced after finishing by slip clutch Ci and the cooperation that applies anti-phase torque oscillation.But, can be only apply anti-phase torque oscillation judging that power-transfer clutch Ci can not be placed under the situation under its sliding mode, such as discussed below.
ECU 190 comprises power-transfer clutch steerability determining device 216, it can operate to judge whether power-transfer clutch Ci can place its sliding mode or releasing orientation by clutch controller 220 controls, with the torque oscillation that is produced in the final stage medium power drive path that is limited in the gear shift action.This judgement for example can be carried out based on the working condition of clutch control valve 96 and power-transfer clutch Ci and the temperature of power-transfer clutch Ci.In this arranges, be higher than threshold value if for example detect among clutch control valve 96 and the power-transfer clutch Ci fault of any or the temperature of power-transfer clutch Ci, then power-transfer clutch steerability determining device 216 is judged and power-transfer clutch Ci cannot be placed its sliding mode or releasing orientation.
When gear shift action is finished determining device 214 and is judged that the gear shift action has been finished or almost finished, operated clutch controller 220, with speed ratio γ based on current foundation in change-speed box 10, according to the relation that adopts data plot (as shown in figure 17) form among the ROM that is stored in ECU 190, come to determine when the gear shift action is finished in restriction the desired Sliding Control amount of amplitude of the torque oscillation that produces in power transmission path.Then, clutch controller 220 makes the engagement torque of power-transfer clutch Ci be reduced by clutch control valve 96, so that power-transfer clutch Ci provides the Sliding Control amount.In the stage that just produces torque oscillation, promptly at time point t 4When synchronous speed (the rotational speed N in of input shaft 16 no better than) and time point t 6In time period between when torque oscillation (end apply anti-phase), temporarily reduce the engagement torque of power-transfer clutch Ci, as shown in Figures 9 and 10.Note the slippage of above-mentioned Sliding Control amount corresponding to power-transfer clutch Ci.
Clutch controller 220 according to the relation that adopts data plot (as shown in figure 13) form among the ROM that is stored in ECU190, is determined the clutch slip rate also based on actual torque inverse amplification factor (%).Then, clutch controller 220 control clutch control cock 96 reduce the engagement torque of power-transfer clutch Ci, so that power-transfer clutch Ci temporary table reveals determined sliding ratio, and temporary transient thus slip clutch Ci.The torque inverse amplification factor is defined as in the whole torque controlling quantity reducing the operation of device 224 and the actual part that obtains is vibrated the ratio (%) of desired whole torque controlling quantity with respect to abundant torque-limiting by anti-phase torque oscillation controller 222 and output torque.Sliding ratio is defined as in the whole slippage the actual part that obtains is vibrated desired whole slippage with respect to torque-limiting ratio (%)., the Sliding Control amount is controlled to less than the situation by slip clutch Ci only by slip clutch Ci but also by coming under the situation of torque-limiting vibration not only by clutch controller 220 such as other measures that apply anti-phase torque oscillation and reduce driving engine 8 output torques.As clearly visible, increase along with reducing of torque inverse amplification factor as the sliding ratio of expected value, and reduce with the increase of torque inverse amplification factor from Figure 13.
In this second embodiment, clutch controller 220, anti-phase torque oscillation controller 222 and output torque reduce device 224 cooperations and constitute the torque oscillation killer.Clutch controller 220 constitutes the major limitation part of torque oscillation killer, and anti-phase torque oscillation controller 222 and output torque reduce the auxiliary restricted part 218 that device 224 cooperations constitute the torque oscillation killer.Auxiliary restricted part 218 and as 220 cooperations of major limitation clutch portions controller is with the final stage that is limited in the gear shift action or the torque oscillation that and then produced in the power transmission path after the gear shift action.Particularly, auxiliary restricted part 218 makes MG1 or MG2 produce the torque oscillation that the phase place anti-phase torque oscillation opposite with the generation torque oscillation produced with counteracting, and/or makes the output of driving engine 8 temporarily reduce with torque-limiting vibration thus.
Judge that at power-transfer clutch steerability determining device 216 power-transfer clutch Ci can not be controlled under the situation that place under its sliding mode or the releasing orientation by clutch controller 220, operation is as the anti-phase torque oscillation controller 222 of torque-limiting applicator.Operate anti-phase torque oscillation controller 222 and apply the torque-limiting that adopts the phase place anti-phase torque oscillation form opposite, to limit the torque oscillation that is produced with torque oscillation (and then producing after the gear shift action) to power transmission path.In the case, anti-phase torque oscillation controller 222 is at first based on the current speed ratio γ that sets up in change-speed box 10, according to the relation that adopts data plot (as shown in figure 11) form among the ROM that is stored in ECU 190, come the amplitude of definite anti-phase torque oscillation that will apply, then, anti-phase torque oscillation controller 222 makes MG1 or MG2 at time point t 5And t 6Between time period in determine the anti-phase torque oscillation of amplitude to some extent to the power transmission path output device, as shown in Figures 9 and 10.
In addition, anti-phase torque oscillation controller 222 reduces the decrease that device 224 temporarily reduces based on the output torque of driving engine 8 by output torque, according to the relation that adopts the data plot form of Figure 12 among the ROM that is stored in ECU 190, determines the torque controlling quantity.Then, anti-phase torque oscillation controller 222 makes MG1 or MG2 determine the anti-phase torque oscillation of torque controlling quantity (promptly definite amplitude) to some extent to the power transmission path output device.
Output torque reduce device 224 for example the timing of ignition by postponing driving engine 8, by reducing the aperture θ of throttle gate 56 TH, and/or temporarily reduce the output torque of driving engine 8, the amplitude of the torque oscillation that in power transmission path, is produced when finishing the gear shift action with restriction by the restriction fuel injection amount.Note driving engine 8 output torques temporarily reduce under change-speed box 10 upgrades situation, in the inertia phase of gear shift action, carry out, and in change-speed box 10 lowers category the final stage of the next inertia phase in the gear shift action of situation, carry out.
Next with reference to the diagram of circuit of Figure 18 in detail, the impact absorption control routine of carrying out with predetermined cycle time by ECU 190 will be described.
This routine begins with the step S11 that is realized by gear shift action launching determining device 212, and whether the gear shift of judging change-speed box 10 moves well afoot.If obtain negative decision (denying), then in step S12, realize finishing performance period of this control routine after other controls at step S11.If obtain positive result (being) at step S11, then control flows proceeds to by output torque and reduces the step S13 that device 224 is realized, temporarily reduces the output torque of driving engine 8.
Be to finish the step S14 that determining device 214 is realized after the step S13 by the gear shift action, whether equaled with change-speed box 10 because the corresponding synchronous speed of driving gear that the gear shift action is changed to judges whether the gear shift action is finished with rotational speed N E according to driving engine 8.If obtain negative decision (denying), then in step S12, realize finishing performance period of this control routine after other controls at step S14.If obtain positive result (being) at step S14, then control flows proceeds to the step S15 that is realized by power-transfer clutch steerability determining device 216, with based on the working condition of clutch control valve 96 and power-transfer clutch Ci and the temperature of power-transfer clutch Ci, judge whether and to place its sliding mode or releasing orientation by control clutch Ci, the torque oscillation that in power transmission path, is produced in the final stage with restriction gear shift action.
If obtain positive result (being) at step S15, then control flows proceeds to the step S16 that is realized by clutch controller 220, comes to determine slippage and sliding ratio based on speed ratio γ and torque controlling quantity and according to the data plot of Figure 17 and 13.Then, clutch controller 220 makes the engagement torque of power-transfer clutch Ci reduce so that determined slippage and sliding ratio to be provided.Apply in the stage of anti-phase torque oscillation to power transmission path therein, temporarily reduce the engagement torque of power-transfer clutch Ci.Then, with the performance period that step S17 finishes Figure 18 routine, performing step S17 operates to finish current impact absorption control routine.
If obtain negative decision (denying) at step S15, then control flows proceeds to the step S18 that is realized by anti-phase torque oscillation controller 222, come to determine because driving engine 8 forces to remain the amplitude of the torque oscillation that the behavior that equals synchronous speed produces with rotational speed N E, also determine the amplitude (torque controlling quantity) of the anti-phase torque oscillation that will export from MG1 or MG2.Anti-phase torque oscillation controller 222 is based on the speed ratio γ of current foundation, data plot according to Figure 11 among the ROM that is stored in ECU 190, come the amplitude of definite torque oscillation that is produced and the amplitude of anti-phase torque oscillation, and reduce decrease that device 224 reduced and, determine the torque controlling quantity by output torque according to the data plot of Figure 12 among the ROM that is stored in ECU 190 based on driving engine 8 output torques.Then, anti-phase torque oscillation controller 222 makes MG1 or MG2 at time point t 5And t 6Between time period in to the power transmission path output device the anti-phase torque oscillation of determined torque controlling quantity (promptly definite amplitude) is arranged, as shown in Figures 9 and 10.Then, with the performance period that step S17 finishes Figure 18 routine, performing step S17 operates to finish current impact absorption control routine.
As clearly visible from the above description, in the control convenience of the employing ECU190 form of constructing according to second embodiment of the invention, the torque oscillation killer comprises clutch controller 220, in change-speed box 10, finish gear shift when action operated clutch controller 220 power-transfer clutch Ci is placed its sliding mode or releasing orientation, make thus can to absorb because the torque oscillation that stopping fast of changing of driving engine 8 rotating speeds produces, and when therefore advantageously having reduced in change-speed box 10, to finish gear shift and having moved by shifting shock that torque oscillation caused.As mentioned above, clutch controller 220 constitutes the major limitation part of torque oscillation killer.
In addition, power-transfer clutch steerability determining device 216 is set judges when finishing the gear shift action whether power-transfer clutch Ci can be placed its sliding mode or releasing orientation, thereby power-transfer clutch steerability determining device 216 judge can not be by situation about as major limitation clutch portions controller 220 power-transfer clutch Ci being placed under its sliding mode or the releasing orientation under, operation adopts the torque-limiting applicator of form of the anti-phase torque oscillation controller 222 of auxiliary restricted part 218 to come to apply to power transmission path the torque-limiting of the form that adopts anti-phase torque oscillation.In other words, can't or unclamp under the situation of absorption by the slip of power-transfer clutch Ci in torque oscillation, replace the slip of power-transfer clutch Ci or unclamp the torque oscillation that is produced in the restricted power drive path by torque-limiting, even under the situation that power-transfer clutch Ci can't be placed its sliding mode or releasing orientation, also can minimize or reduce shifting shock thus.
In addition, layout is as the anti-phase torque oscillation controller 222 of torque-limiting applicator, feasible MG1 or the MG2 that is operably connected to the input shaft 16 of change-speed box 10 exports the torque-limiting that is used to limit the torque oscillation that is produced, to limit the torque oscillation that is produced, can reduce thus by the vibration shifting shock that torque caused by the torque-limiting that is applied to power transmission path.
In addition, arrange anti-phase torque oscillation controller 222, make MG1 or the MG2 output phase anti-phase torque oscillation opposite as torque-limiting, thereby can neutralize effectively or offset torque oscillation by the phase place anti-phase torque oscillation opposite with the torque oscillation that is produced with the generation torque oscillation.So can effectively offset the torque oscillation that is produced by anti-phase torque oscillation, the feasible thus shifting shock that torque oscillation caused that can reduce generation when finishing the gear shift action.
In addition, the auxiliary restricted part 218 of torque oscillation killer comprises that output torque reduces device 224, and the operation output torque reduces device 224 temporarily to reduce the output torque of driving engine 8 in the final stage of gear shift action.Reduce to finish the torque oscillation that is produced when gear shift is moved because reduce device 224 by output torque, so can reduce to be used to absorb the desired clutch slip amount of torque oscillation, and reduce to be used to offset the amplitude of the desired anti-phase torque oscillation of torque oscillation.
In addition, arrange that anti-phase torque oscillation controller 222 is with based on the decrease in finishing the inertia torque that the gear shift action time produced, or based on the kind of the gear shift of current realization in the change-speed box 10 action, change the amplitude of anti-phase torque oscillation, finish the torque oscillation that is produced when gear shift is moved thereby can offset by the anti-phase torque oscillation of suitable adjusting amplitude.
In addition, arrange that clutch controller 220 is with based on the decrease in the inertia torque that is produced when finishing the gear shift action, or based on the kind of the gear shift of current realization in the change-speed box 10 action, change the slippage of power-transfer clutch Ci, thereby the slip of power-transfer clutch Ci that can be by suitable its amount of adjusting absorbs the torque oscillation that is produced when finishing the gear shift action.
Figure 19 is the diagram of circuit of diagram conduct by the impact absorption control routine of one of performed control routine of the electronic control unit (ECU) of constructing according to third embodiment of the invention.This control routine is also to carry out predetermined cycle time.Note distributing among the ECU of this 3rd embodiment a part basic identical with the ECU 190 of above-mentioned second embodiment shown in Figure 16 on structure and function of carrying out the impact absorption control routine, except having replaced power-transfer clutch steerability determining device 216 with following reducing property of torque determining device.
In the routine of Figure 19, come performing step S21-S24 in the mode identical with step S11 one S14 of above-mentioned routine of Figure 18 among second embodiment.In other words, if obtain negative decision (denying), then in step S22, realize finishing performance period of this control routine after other controls at step S21.If obtain positive result (being) at step S21, then control flows proceeds to by output torque and reduces the step S23 that device 224 is realized, temporarily reduces the output torque of driving engine 8.Under the situation that change-speed box 10 upgrades, temporarily the reducing of driving engine 8 output torques changes therein in the whole inertia phase of rotational speed N E of driving engine 8 and carries out, as shown in Figure 9.Under the situation that change-speed box 10 lowers category, temporarily the reducing of driving engine 8 output torques carries out in the final stage of inertia phase, as shown in figure 10.After the step S23 is step S24, its with the identical mode of step S14 of the routine of Figure 18, promptly whether equaled with change-speed box 10 because whether the corresponding synchronous speed of driving gear that the gear shift action is changed to is implemented to judge that gear shift is moved and finishes according to the rotational speed N E of driving engine 8.
If obtain negative decision (denying), then in step S22, realize finishing performance period of this control routine after other controls at step S24.If obtain positive result (being) at step S24, then control flows proceeds to the step S25 that is realized by reducing property of torque determining device, based on the working condition of ignition device 94 and the temperature T re of catalyst, whether the input torque of judging the output torque of driving engine 8 or change-speed box 10 can Be Controlled and is temporarily reduced with for example.Deposit at this cloth, be higher than threshold value if for example detect the fault or the temperature T re of ignition device 94, then the judgement of reducing property of torque determining device cannot temporarily reduce the output torque of driving engine 8 or the input torque of change-speed box 10.
If obtain positive result (being) at step S25, then control flows proceeds to the step S26 that is realized by anti-phase torque oscillation controller 222, come to determine because driving engine 8 forces to remain the amplitude of the torque oscillation that the behavior that equals synchronous speed produces with rotational speed N E, also determine the amplitude of the anti-phase torque oscillation that will export from MG1 or MG2.Anti-phase torque oscillation controller 222 is based on the speed ratio γ of current foundation, data plot according to Figure 11 among the ROM that is stored in ECU 190, come the amplitude of definite torque oscillation that is produced and the amplitude of anti-phase torque oscillation, then, anti-phase torque oscillation controller 222 makes MG1 or MG2 determine the anti-phase torque oscillation of amplitude to some extent to the power transmission path output device.With the realization while of step S26, by clutch controller 220 performing step S27, with based on the actual torque inverse amplification factor, data plot according to Figure 13 among the ROM that is stored in ECU, determine the clutch slip rate, clutch controller 220 reduces the engagement torque of power-transfer clutch Ci then, so that power-transfer clutch Ci shows determined sliding ratio.Then, with the performance period that step S28 finishes Figure 19 routine, performing step S28 operates to finish current impact absorption control routine.
If obtain negative decision (denying) at step S25, then control flows proceeds to step S29, wherein determines the clutch slip rate by clutch controller 220, sliding ratio is defined as being higher than determined ratio in step S27.Then, applying to power transmission path in the stage of anti-phase torque oscillation, temporarily reducing the engagement torque of power-transfer clutch Ci, so that power-transfer clutch Ci shows determined sliding ratio.After the step S29 is step S28, operates to finish current impact absorption control routine.
As clearly visible from the above description, similar among the above-mentioned ECU 90,190 of first and second embodiment each, the ECU of the third embodiment of the present invention can advantageously reduce shifting shock when finishing the gear shift action.In addition, in the 3rd embodiment, under the situation of the input torque of judging the output torque to reduce driving engine 8 or change-speed box 10, temporarily reduce the engagement torque of power-transfer clutch Ci, so that power-transfer clutch Ci shows the sliding ratio that is defined as being higher than under the situation of the input torque of judging the output torque that can reduce driving engine 8 or change-speed box 10.Therefore even under the situation of the input torque of output torque that cannot reduce driving engine 8 or change-speed box 10, also can reduce shifting shock.Attention can be revised the impact absorption control routine of this 3rd embodiment, for example make and carry out control routine under the situation of the step S27 that realizes when not carrying out obtaining positive result (being) in step S25, perhaps making to provide the step that is equal to step S26 just to realize before or after step S29 in addition.
Though only be described in detail with reference to the attached drawings the preferred embodiments of the present invention above, should be appreciated that the present invention can otherwise implement for explanation.
In the above-described embodiments, MG2 is arranged on the input shaft 16 of change-speed box 10.But, MG2 can also be arranged on the downstream of input shaft 16, for example between the input shaft 16 and output shaft 28 of change-speed box 10.
In the above-described embodiments, clutch controller 122,220 makes power-transfer clutch Ci temporarily slide during the gear shift action, to reduce torque oscillation.But power-transfer clutch Ci can temporarily remain under its releasing orientation during the gear shift action, but not remains under its sliding mode.
In the above-described embodiments, anti-phase torque oscillation controller 120,222 is based on the actual speed ratio γ that sets up in change-speed box 10 and according to relation shown in Figure 11, and reduce decrease that device 124,224 temporarily reduces by output torque during the gear shift action and according to relation shown in Figure 12 based on the output torque of driving engine 8, determine the torque controlling quantity, i.e. the amplitude of anti-phase torque oscillation.But, can be based on the amplitude of determining anti-phase torque oscillation one of in the decrease of the output torque of the speed ratio γ of change-speed box 10 and driving engine 8.In addition, the amplitude of anti-phase torque oscillation not necessarily will be determined based on speed ratio γ and torque decrease, but can be provided as constant value.
In the above-described embodiments, according to the amplitude of being determined anti-phase torque oscillation by the represented relation of such diagram of curves, the transverse axis of this diagram of curves is illustrated in and wherein carries out the speed ratio γ (referring to Figure 11) that is set up in the change-speed box 10 before or after the gear shift action.But, replacing speed ratio γ, the transverse axis of this diagram of curves can be represented gear shift action kind, perhaps the inertia torque amount such as 1-2 shift-up action, 2-3 shift-up action and 3-4 shift-up action.In other words, can also be according to the relation between torque controlling quantity and the gear shift action kind, or determine according to the relation between torque controlling quantity and the inertia torque amount.Expression is used for the diagram of curves transverse axis of the relation of definite anti-phase torque oscillation amplitude can represent any parameter relevant with the inertia torque amount, because the amplitude of torque oscillation is corresponding to the inertia torque amount that is produced when stopping to change the rotating speed of driving engine 8, this stops at when rotating speed becomes the corresponding synchronous speed of the speed ratio γ that equals and set up and takes place.Jump gear shift (for example 1-3 shift-up action, 2-4 shift-up action, 3-1 shift-down action and 4-2 shift-down action) makes that the speed ratio γ of change-speed box 10 changes on stride very big, and big change causes change big in the torque controlling quantity among the speed ratio γ, as shown in figure 11.
In above-mentioned first embodiment, clutch controller 122 according to relation shown in Figure 13, is determined the clutch slip rate based on the torque inverse amplification factor.But sliding ratio not necessarily will be determined based on the torque inverse amplification factor, but can be provided as constant value.Notice that the data plot that concerns between expression sliding ratio and the torque controlling quantity can be as the alternate data figure that determines sliding ratio, with the data plot of Figure 13 of replacing concerning between expression sliding ratio and the torque inverse amplification factor.As long as the torque controlling quantity can not marked change, determine that according to alternate data figure (relation between expression sliding ratio and the torque controlling quantity) sliding ratio just provides and determines essentially identical technological merit according to the data plot of Figure 13.
In above-mentioned second embodiment, clutch controller 220 is based on the current speed ratio γ that sets up in change-speed box 10 and according to relation shown in Figure 17, and reduce the relevant torque inverse amplification factors of device 224 and, determine slippage and the sliding ratio of power-transfer clutch Ci according to relation shown in Figure 13 based on output torque with temporary transient operation during gear shift action.But, can perhaps can neither also not determine slippage and the sliding ratio of power-transfer clutch Ci based on one of in speed ratio γ and the torque inverse amplification factor based on the torque inverse amplification factor based on speed ratio γ.For example, slippage can be provided as constant value.
Though shown currently preferred embodiment of the present invention above, but should be appreciated that the present invention is not limited to the details of illustrated embodiment, but can utilize various other variations, modification and the improvement that it may occur to persons skilled in the art that to implement, and do not depart from the spirit and scope of the present invention that limit in the following claim.
Japanese patent application No.2004-134912 and No.2004-134913 that the application submitted based on April 28th, 2004, its content is contained in this by reference.

Claims (18)

1. a control convenience is used for realizing controlling described change-speed box in the gear shift action at grade automatic transmission with hydraulic torque converter that has of vehicle, and described change-speed box has output shaft and is mechanically connected to the input shaft of the driving engine of described vehicle,
Described control convenience comprises the torque oscillation killer, and when finishing described gear shift action in described change-speed box, described torque oscillation killer can be operated the torque oscillation that is produced in the power transmission path that is limited in described vehicle.
2. control convenience as claimed in claim 1, comprise that also gear shift action finishes determining device, determining device is finished in described gear shift action can operate according to described input shaft rotational speed whether equaled the rotating speed of described output shaft substantially and the product of newly setting up speed ratio of the described change-speed box set up as the result of described gear shift action, judge whether described gear shift action is finished
Wherein, when the described new product of setting up speed ratio that the described rotating speed of described input shaft has equaled the described rotating speed of described output shaft and described change-speed box substantially, described gear shift action is finished determining device and is judged that described gear shift action finishes,
And wherein, when described gear shift action was finished determining device and judged that described gear shift action has been finished, described torque oscillation killer was activated operation and limits described torque oscillation.
3. control convenience as claimed in claim 1 or 2, wherein said torque oscillation killer applies the phase place anti-phase torque oscillation opposite with the torque oscillation of described generation to described power transmission path, to limit the torque oscillation of described generation.
4. control convenience as claimed in claim 3, wherein said torque oscillation killer comprises anti-phase torque oscillation controller, and described anti-phase torque oscillation controller can operate the feasible electrical motor that is operably connected to the described input shaft of described change-speed box to export described anti-phase torque oscillation.
5. control convenience as claimed in claim 3,
The described input shaft and the described driving engine of wherein said change-speed box are connected to each other by power-transfer clutch, and described power-transfer clutch is engaged with described input shaft of direct connection and described driving engine,
And wherein said torque oscillation killer comprises clutch controller, when the described gear shift action in described change-speed box was finished, described clutch controller can be operated described power-transfer clutch is temporarily placed under a kind of state of its sliding mode and its releasing orientation.
6. control convenience as claimed in claim 5, also comprise anti-phase torque oscillation availability determining device, described anti-phase torque oscillation availability determining device can be operated and judge when finishing described gear shift action, whether can apply described anti-phase torque oscillation to described power transmission path by described torque oscillation killer
Wherein judge and to apply under the situation of described anti-phase torque oscillation by described torque oscillation killer at described anti-phase torque oscillation availability determining device, operate the described clutch controller of described torque oscillation killer, described power-transfer clutch is temporarily placed under described a kind of state of its sliding mode and its releasing orientation, to limit the torque oscillation of described generation.
7. control convenience as claimed in claim 3, wherein said torque oscillation killer comprises: (i) can operate the output torque that comes temporarily to reduce the output torque of described driving engine in the final stage of described gear shift action and reduce device and (ii) can operate based on the described output torque of described driving engine to be reduced the decrease that device reduces by described output torque and change the anti-phase torque oscillation controller of the amplitude of described anti-phase torque oscillation.
8. control convenience as claimed in claim 3, wherein said torque oscillation killer comprises anti-phase torque oscillation controller, and described anti-phase torque oscillation controller can be operated and come based in the described driving gear that grade automatic transmission with hydraulic torque converter arranged current selected one and change the amplitude of described anti-phase torque oscillation.
9. control convenience as claimed in claim 1 or 2,
The described input shaft and the described driving engine of wherein said change-speed box are connected to each other by power-transfer clutch, and described power-transfer clutch is engaged with described input shaft of direct connection and described driving engine,
And wherein said torque oscillation killer comprises clutch controller, when the described gear shift action in described change-speed box is finished, described clutch controller can be operated described power-transfer clutch is placed under a kind of state of its sliding mode and its releasing orientation, to limit the torque oscillation of described generation.
10. control convenience as claimed in claim 9, also comprise power-transfer clutch steerability determining device, whether described power-transfer clutch steerability determining device can be operated and judge when finishing described gear shift action, described power-transfer clutch can be placed under described a kind of state of its sliding mode and its releasing orientation
Wherein said torque oscillation killer comprises the torque-limiting applicator, judge at described power-transfer clutch steerability determining device under the situation of described a kind of state that described power-transfer clutch cannot be placed its sliding mode and its releasing orientation, described torque-limiting applicator can operate to apply torque-limiting to described power transmission path, to limit the torque oscillation of described generation.
11. control convenience as claimed in claim 10, the feasible electrical motor that is operably connected to the described input shaft of described change-speed box of the described torque-limiting applicator of wherein said torque oscillation killer is exported described torque-limiting, to limit the torque oscillation of described generation.
12. control convenience as claimed in claim 11, the described torque-limiting applicator of wherein said torque oscillation killer comprises anti-phase torque oscillation controller, and described anti-phase torque oscillation controller can be operated and make the described electrical motor output phase anti-phase torque oscillation opposite with the torque oscillation of described generation as described torque-limiting.
13. control convenience as claimed in claim 9, wherein said torque oscillation killer comprises that output torque reduces device, and described output torque reduces device can operate the output torque that temporarily reduces described driving engine in the final stage of described gear shift action.
14. control convenience as claimed in claim 13, wherein, if described output torque reduces the described output torque that device cannot temporarily reduce described driving engine, then operate described clutch controller described power-transfer clutch is placed under described a kind of state of its sliding mode and its releasing orientation.
15. control convenience as claimed in claim 12, wherein said anti-phase torque oscillation controller changes the amplitude of described anti-phase torque oscillation based at the decrease of finishing the inertia torque that produces when described gear shift is moved.
16. control convenience as claimed in claim 12, wherein said anti-phase torque oscillation controller change the amplitude of described anti-phase torque oscillation based on the kind of the described gear shift action that realizes in described change-speed box.
17. control convenience as claimed in claim 9, the described clutch controller of wherein said torque oscillation killer changes the slippage of described power-transfer clutch based at the decrease of finishing the inertia torque that produces when described gear shift is moved.
18. control convenience as claimed in claim 9, the described clutch controller of wherein said torque oscillation killer change the slippage of described power-transfer clutch based on the kind of the described gear shift action that realizes in described change-speed box.
CNB2005100679206A 2004-04-28 2005-04-28 Control apparatus for controlling stepped automatic transmission of vehicle Expired - Fee Related CN100404340C (en)

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