JP2003172378A - Control device and control method for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device and a control method for an automobile capable of restraining shaft vibration generated at switching from a second friction transmitting means to a dog clutch, and capable of achieving smooth speed change. <P>SOLUTION: An input torque transmission control means 200 changes a transmission torque command value of a first friction clutch 5 based on torque inputted into the friction clutch 5 as a first friction transmitting means. A clutch slip quantity control means 300 changes transmission torque of the first friction clutch 5 based on the difference between a number of revolutions of a prime mover 1 and a number of revolutions of an input shaft of the transmission. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control method and control device for an automatic transmission, and more particularly to a control method and control device for an automatic transmission suitable for controlling an automatic MT.

[0002]

2. Description of the Related Art As a conventional automatic transmission, a mechanism of a conventional manual transmission, that is, a meshing gear type transmission is used, and an engine as a power source (hereinafter referred to as "engine",
A power source other than the engine may be used) and a clutch (first friction clutch) which is a torque transmission mechanism for engaging and disengaging the transmission, each gear and the first shaft (hereinafter referred to as "input shaft"), or An actuator for moving a torque transmission mechanism (hereinafter, referred to as "mesh clutch") for engaging and disengaging the second shaft (hereinafter, referred to as "output shaft" or "counter shaft") is provided, and this actuator is provided. There is known an automatic transmission that controls an automatic transmission by engaging and disengaging a dog clutch.

In such a conventional automatic transmission, the friction clutch (first friction clutch), which is a transmission mechanism for transmitting the power from the engine, is released to cut off the power transmission to the transmission. Since gear shifting is realized by switching the dog clutch, there is a so-called neutral state in which none of the gears is fastened to the shaft during gear shifting. Such a neutral state is a state in which none of the gears is fastened to the shaft by the dog clutch, particularly when shifting from a gear stage having a certain gear ratio to a gear stage having a different gear ratio for gear shifting. The power of the engine is not transmitted to the output shaft, which gives the driver a kind of shock feeling that the vehicle is decelerating, and there is a problem that the driving feeling is poor.

Therefore, for example, as described in Japanese Patent No. 2898405 and Japanese Patent Laid-Open No. 2000-65199, a first shaft (a shaft for introducing power,
A friction clutch for a torque transmission mechanism of a gear that transmits torque to an "input shaft", "counter shaft", etc.) and a second shaft (a shaft that outputs motive power, which will be hereinafter referred to as "output shaft"). By using the (second friction clutch), the engine torque is transmitted to the transmission without releasing the first friction clutch during gear shifting, and the transmission torque of the second friction clutch is operated to control the second friction clutch. A mechanism for transmitting torque while sliding a friction clutch is known.

[0005]

Problems to be Solved by the Invention Patent No. 2898405
In a transmission that prevents torque interruption as described in Japanese Patent Laid-Open No. 2000-65199 and Japanese Patent Application Laid-Open No. 2000-65199, a dog clutch that meshes at a shift stage in which the vehicle is running after the shift control is started is used. The torque transmission path is switched from the torque transmission to the torque transmission by the second friction clutch, and the torque from the torque transmission by the second friction clutch to the torque transmission by the meshing clutch of the shift stage after the shift is performed before the shift control is completed. The transmission path is switched. For example, in the method disclosed in Japanese Patent No. 2898405, when the torque transmission path is switched from the torque transmission by the mesh clutch to the torque transmission by the second friction clutch, first, the torque transmission by the second friction clutch is started. Then, the torque transmission from the engine is transmitted to two systems, that is, the mesh clutch and the second friction clutch to transmit the torque, and the torque transmission amount to the second friction clutch is increased to increase the torque transmission to the mesh clutch. The amount is reduced and the torque transmission path is switched from the dog clutch to the second friction clutch.

Further, regarding the switching from the torque transmission by the second friction clutch to the torque transmission by the dog clutch, when the input shaft rotation speed is synchronized with the rotation speed corresponding to the gear after the gear shift, the next gear shift is performed. It is described that the mesh clutch of the step is engaged and the torque transmission by the second friction clutch is released. That is, the torque transmission path is switched when the input shaft rotation speed is synchronized with the rotation speed corresponding to the target gear position after the gear shift. In this case, it is necessary to completely synchronize the input shaft rotation speed with the rotation speed corresponding to the target shift speed after the shift.

However, a measurement error in measuring the rotational speed of the input shaft, a control error of the second friction clutch, etc. may actually occur, and the rotational speed of the input shaft may be completely synchronized or the rotational speed of the input shaft may be rotated. It is practically difficult to determine the synchronization of numbers. Therefore, a situation occurs in which the dog clutch is engaged in a state where the number of revolutions of the input shaft is not completely synchronized with the number of revolutions corresponding to the gear after the gear shift. In this case, since the rotation speed of the input shaft is not completely synchronized with the rotation speed corresponding to the gear after the gear shift, a rotational force is generated to eliminate the rotation speed synchronization error when engaging the dog clutch. . This rotational force causes twisting of the rotating shaft, which causes a problem of shaft vibration when the dog clutch is engaged. This shaft vibration deteriorates the riding comfort when shifting. Further, since the transmission shaft is twisted, the durability of the transmission shaft is deteriorated.

An object of the present invention is to provide a rotational speed synchronization error of the input shaft when switching the torque transmission path from the torque transmission by the second friction transmission means to the torque transmission by the dog clutch during gear shifting. Also in the above, it is an object of the present invention to provide a control device and a control method for an automobile that suppresses shaft vibration generated when switching from the second friction transmission means to the dog clutch and realizes smooth gear shifting.

[0009]

(1) To achieve the above object, the present invention provides an automatic transmission control device for controlling a first friction transmission means for transmitting power from a prime mover to a transmission. Clutch slip amount control means is provided for changing the transmission torque of the first friction transmission means based on the rotational speed difference between the rotational speed of the prime mover and the input shaft rotational speed of the transmission. With such a configuration, even when there is a rotation speed synchronization error of the input shaft when switching the torque transmission path from the torque transmission by the second friction transmission means to the torque transmission by the dog clutch during gear shifting, The shaft vibration generated when switching from the friction transmission means to the dog clutch can be suppressed, and a smooth gear shift can be realized.

(2) In the above (1), preferably,
An input torque transmission control means for changing a transmission torque command value of the first friction transmission means based on a torque input to the first friction transmission means is provided, and the clutch slip amount control means is provided for the input torque transmission. The transmission torque command value changed by the control means is further changed.

(3) Further, in order to achieve the above object, according to the present invention, power from a prime mover is transmitted to an input shaft via a first friction transmission means, and a plurality of shafts are provided between the input shaft and the output shaft. A gear train having at least one of the gear trains, the second frictional transmission means being provided to the other gear trains, and a meshing clutch being provided to the other gear trains, and the first frictional transmission means. A control device for an automatic transmission is provided with a clutch slip amount control means for changing a transmission torque of a first friction transmission means based on a rotational speed difference between the rotational speed of the prime mover and the input shaft rotational speed of the transmission. It was done. With such a configuration, even when there is a rotation speed synchronization error of the input shaft when switching the torque transmission path from the torque transmission by the second friction transmission means to the torque transmission by the dog clutch during gear shifting, The shaft vibration generated when switching from the friction transmission means to the dog clutch can be suppressed, and a smooth gear shift can be realized.

(4) Further, in order to achieve the above object,
The present invention relates to an automatic transmission control method for controlling a first friction transmission means for transmitting power from a prime mover to a transmission, wherein a difference in rotation speed between a rotation speed of the prime mover and an input shaft rotation speed of the transmission is determined. The transmission torque of the first friction transmission means is changed. With this method, even when there is a rotational speed synchronization error of the input shaft when switching the torque transmission path from the torque transmission by the second frictional transmission means to the torque transmission by the dog clutch during gear shifting, The shaft vibration generated when switching from the friction transmission means to the dog clutch can be suppressed and a smooth gear shift can be realized.

(5) Further, in order to achieve the above-mentioned object, the present invention transmits the power from the prime mover to the input shaft via the first friction transmission means, and between the input shaft and the output shaft. A plurality of gear trains, at least one of the gear trains is provided with a second friction transmission means, and the other gear trains are provided with a meshing clutch, and the first friction transmission means is provided. In the control method of the automatic transmission to be controlled, the transmission torque of the first friction transmission means is changed based on the rotational speed difference between the rotational speed of the prime mover and the input shaft rotational speed of the transmission. By this method, the second
When switching the torque transmission path from the torque transmission by the friction transmission means to the torque transmission by the dog clutch,
Even when there is a rotational speed synchronization error of the input shaft, it is possible to suppress shaft vibration that occurs when switching from the second friction transmission means to the dog clutch and realize smooth gear shifting.

(6) In the above item (5), preferably
At least when the power transmission path from the input shaft to the output shaft is switched from the second friction transmission means to the dog clutch, the difference between the rotational speed of the prime mover and the input shaft rotational speed of the transmission is small. In this case, the transmission torque of the first friction transmission means is reduced, and when the difference between the rotation speed of the prime mover and the rotation speed of the input shaft of the transmission is large, the transmission torque of the first friction transmission means is increased. It was made to let.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION A control device and a control method for an automatic transmission according to an embodiment of the present invention will be described below with reference to FIGS. First, the overall configuration of the control device for the automatic transmission according to the present embodiment will be described with reference to FIG. FIG. 1 is a system configuration diagram showing an overall configuration of a control device for an automatic transmission according to an embodiment of the present invention.

The prime mover 1 (hereinafter referred to as "engine 1") is provided with an engine speed sensor 2 for measuring the speed Ne of the engine 1 and an electronic control throttle 3 for adjusting the engine torque. The torque of the engine 1 can be controlled with high accuracy. That is, in the engine 1, the intake air amount is controlled by the electronic control throttle 3 provided in the intake pipe (not shown), and the fuel amount corresponding to this intake air amount is injected from the fuel injection device (not shown). Further, in the engine 1, the ignition timing is determined from signals such as the air-fuel ratio determined from the amount of air and the amount of fuel and the engine speed Ne, and ignition is performed by an ignition device (not shown).
The fuel injection device includes an intake port injection system in which fuel is injected into an intake port or an in-cylinder injection system in which fuel is directly injected into a cylinder, but the operating range (engine torque, Area determined by engine speed)
It is advantageous to use the engine 1 of a system that can reduce fuel consumption and has good exhaust performance.

A first friction clutch 5 is provided on the engine shaft 4 of the engine 1, and the torque of the engine 1 can be transmitted to the input shaft 11 of the transmission. First
As the friction clutch 5, a dry single plate clutch is generally used, but it is also possible to use all friction clutches such as a wet multi-plate clutch and an electromagnetic clutch. The first friction clutch 5 is means for transmitting torque by frictional force,
Other friction transmission means may be used as long as they transmit torque by friction force.

The input shaft 11 is provided with a drive gear 20 fixed to the input shaft 11. A counter gear 21 is provided so as to mesh with the drive gear 20 and be fixed to the counter shaft 22. The counter shaft 22 includes a first drive gear 6, a second drive gear 7, and a third drive gear 8.
And an assist drive gear 9 is provided.

To control the pressing force (clutch transmission torque) of the first friction clutch 5, the first clutch drive device 25 is used.
Is used. By operating the first clutch drive device 25, the pressing force of the first clutch 5 (clutch transmission torque)
By adjusting, it is possible to adjust the amount of torque to be transmitted and disconnected and the power transmission from the engine shaft 4 of the engine 1 to the input shaft 11. As a drive source of the first clutch drive device 25, hydraulic pressure or a motor can be used.
When using hydraulic pressure, there is a method of controlling the flow rate or pressure of oil by a linear solenoid valve to control the pressing force. When a motor is used, the pressing force of the clutch can be controlled by using a mechanism that converts the rotational torque of the motor into a linear motion.

The first drive gear 6 of the counter shaft 22
The second drive gear 7, the third drive gear 8 and the assist drive gear 9 are fixed to the counter shaft 22. One of the drive gears 6, 7, 8 and 9 is also used to detect the rotation speed Ni of the input shaft 11, and one of the drive gears 6, 7, 8 and 9 is provided in the vicinity of the one of the drive gears 6, 7, 8 and 9. The drive gear 2 of the input shaft 11 is detected by detecting the rotation speeds of the gears 6, 7, 8, 9 and detecting the rotation speed of the counter shaft 22.
A sensor 10 for detecting the rotation speed Ni of the input shaft 11 using the gear ratio of 0 and the counter gear 21 of the counter shaft 22 is provided. Alternatively, the rotation speed of the input shaft 11 can be detected from the rotation speed of the drive gear 20 of the input shaft 11.

On the other hand, the output shaft 12 of the transmission is rotatably provided with a first driven gear 13, a second driven gear 14, a third driven gear 15, and an assist driven gear 16. The first driven gear 13 meshes with the first drive gear 6 and the second driven gear 14
Mesh with the second drive gear 7, the third driven gear 15 meshes with the third drive gear 8, and the assist driven gear 16 meshes with the assist drive gear 9.

Between the first driven gear 13 and the second driven gear 14, the first driven gear 13 is engaged with the output shaft 12 or the second driven gear 14 is connected to the output shaft 12. A dog clutch 18 having a synchronizer mechanism is provided for engagement. The first driven gear 13 and the second driven gear 14 are provided with stoppers (not shown) so as not to move in the axial direction of the output shaft 12. In addition, the dog clutch 18
Is provided with a groove (not shown) that meshes with a plurality of grooves (not shown) provided on the output shaft 12.
Although it is movable in the axial direction of No. 2, the movement of the output shaft 12 in the rotational direction is restricted.
Therefore, the rotational torque transmitted from the first drive gear 6 or the second drive gear 7 to the first driven gear 13 or the second driven gear 14 is the meshing clutch 1
8 and is transmitted to the output shaft 12 via the dog clutch 18.
Will be transmitted to.

Further, the third driven gear 15 and the input shaft 1
A meshing clutch 19 having a synchronizer mechanism that engages the third driven gear 15 with the output shaft 12 and engages the input shaft 11 with the output shaft 12 is provided between 1 and 1. The third driven gear 15 has an output shaft 1
Stopper (not shown) so as not to move in the axial direction of 2
Is provided. Further, the dog clutch 19 is provided with a groove (not shown) that meshes with a plurality of grooves (not shown) provided on the output shaft 12, and is movable in the axial direction of the output shaft 12. The movement of the output shaft 12 in the rotation direction is limited. Therefore, the rotational torque transmitted from the third drive gear 8 to the third driven gear 15 or the input shaft 11 is applied to the mesh clutch 1
9 is transmitted to the output shaft 12 via the dog clutch 19.
Will be transmitted to.

Thus, the rotational torque of the input shaft 11 is
It is transmitted to the counter shaft 22 via the drive gear 20. Then, in order to transmit the rotational torque of the counter shaft 22 to the output shaft 12 via the dog clutch 18, the dog clutch 18 is moved in the axial direction of the output shaft 12, and the dog clutch 18 is moved to the first driven state. It is necessary to fasten the gear 13 or the second driven gear 14. Then, in order to fasten the first driven gear 13 or the second driven gear 14 and the output shaft 12, it is necessary to move the dog clutch 18. To move the dog clutch 18, a dog clutch drive device 24 is provided. By operating the dog clutch drive device 24, the dog clutch 18 can be moved. The dog clutch drive device 24 may be driven by hydraulic pressure or may be driven by a motor. By engaging the dog clutch 18 with the first driven gear 13 or the second driven gear 14, the rotational torque of the input shaft 11 can be transmitted to the output shaft 12 via the dog clutch 18. The output shaft 12 is provided with an output shaft rotation speed sensor 17 for detecting the rotation speed of the output shaft 12, and detects the rotation speed of the output shaft 12.

In order to transmit the rotating torque of the input shaft 11 to the output shaft 12 via the dog clutch 19, the dog clutch 19 is moved in the axial direction of the output shaft 12, and the dog clutch 19 is moved to the first position. It is necessary to fasten it to the driven gear 15 of No. 3 or the input shaft 11. Then, in order to fasten the third driven gear 15 or the input shaft 11 and the output shaft 12,
Although the dog clutch 19 is moved, the dog clutch 19 is moved by operating the dog clutch drive device 24.

By engaging the dog clutch 19 with the third driven gear 15 or the input shaft 11, the rotational torque of the input shaft 11 can be transmitted to the output shaft 12 via the dog clutch 19. That is, when fastened to the third driven gear 15 side, the rotational torque of the input shaft 11 is transmitted to the counter shaft 22 via the drive gear 20 and the counter gear 21, and the rotational torque transmitted to the counter shaft 22 is Third drive gear 8 and third driven gear 1
5, transmitted to the output shaft 12 via the dog clutch 19. On the other hand, when it is fastened to the input shaft 11 side, the input shaft 11
Torque of the output shaft 12 via the dog clutch 19
Be transmitted to. Here, the state in which the input shaft 11 is directly connected to the output shaft 12 can be set to the fourth speed. Further, by providing a meshed gear pair between the counter shaft 22 and the output shaft 12, it is possible to obtain a transmission having 5th speed and 6th speed.

The assist driven gear 16 provided on the output shaft 12 is connected to the output shaft 12 by the second friction clutch 8.
It is provided to be fastened and released. That is, the assist driven gear 1 rotatably provided on the output shaft 12
6, a clutch plate is fixedly provided, and the output shaft 12 is also fixedly provided with a clutch plate.
Then, the clutch driven plate is pressed to fasten the assist driven gear 16 to the output shaft 12 by frictional force,
To release it. There may be a plurality of clutch plates or one clutch plate at a time. The multiple case is commonly referred to as a multi-disc friction clutch. That is, the second friction clutch 8 may be a single-plate friction clutch or a multi-plate friction clutch. Preferably, a multi-plate friction clutch is also used to increase the torque transmission capacity of the friction clutch.
Further, although there is a wet type friction clutch in which oil is interposed between the clutch plates and a dry type friction clutch in which no oil is interposed, either friction clutch may be applied to the second friction clutch 8. It is preferable to use a wet type friction clutch because of the controllability of the transmission torque of the clutch.
Therefore, it is preferable that the wet multi-plate friction clutch is applied to the second friction clutch 8. The second friction clutch 8 is means for transmitting torque by frictional force,
Other friction transmission means can be used as long as the torque is applied by friction force.

A second clutch drive device 26 is provided for engaging and disengaging the second friction clutch 8.
The second clutch drive device 26 controls the transmission torque of the clutch by controlling the pressing force of the second friction clutch 8. The second clutch drive device 26 uses hydraulic pressure or a motor as a drive source. In the case of hydraulic pressure, by controlling the hydraulic pressure using a linear solenoid valve, the pressing force of the clutch can be operated and the transmission torque of the second friction clutch 8 can be controlled. The pair of the assist drive gear 9 and the assist driven gear 16 that realize torque transmission by the second friction clutch 8 can also be used during normal traveling. This case can be realized by bringing the second friction clutch 8 into the completely engaged state by the pressing force of the second friction clutch 8. In this case, the pair of the assist drive gear 9 and the assist driven gear 16 is, for example, the second speed, the third speed,
Since it is set to be the same as that of any of the gears of the fourth speed, there is an effect that the number of gear pairs of the shift speed can be reduced by one set. When the assist drive gear 9 and the assist driven gear 16 are paired so as to have a gear ratio different from that of the gear in which the vehicle is running, a gear ratio corresponding to 2.5 speed, 3.5 speed, or the like can be used. In this case, since a gear pair having a dog clutch is used during normal traveling, power is not used to fasten the gear to the shaft, which is advantageous in terms of fuel consumption.

The friction clutch can transmit torque from the input side to the output side even when the rotation speed on the input side and the rotation speed on the output side of the clutch are not the same, and transmits the torque in a so-called clutch slip state. be able to. Therefore, the first friction clutch 5 and the second friction clutch 8 can transmit torque in a state where the clutches are not completely engaged (slip state).

Generally, the torque T that can be transmitted by the friction clutch is described by the following equation (1). T = μ × P × z × (D23−D13) / {3 × (D22−D12)} (1) where T: transmission torque, μ: friction coefficient of friction material, z:
The number of friction surfaces, P: friction surface pressing force, D2: outer diameter of friction surface, D1: inner diameter of friction surface. That is, the torque T that can be transmitted by the pressing force P of the clutch can be controlled.

Here, the friction clutch has a structure in which an elastic body such as a spring is pressed in advance to generate a pressing force and a structure in which the friction material is not pressed in advance by an elastic body such as a spring. There are cases. In the latter case of not pressing in advance, the friction clutch is disengaged without control, and no transmission torque is generated. In this case, a pressing force is generated to oppose the reaction force of an elastic body such as a spring to press the friction material and transmit the torque. On the other hand, in the former configuration of pressing in advance, the friction clutch is in the engaged state when the control is not performed, and the transmission torque according to the pressing force of the elastic body such as the spring is obtained when the control is not performed. In this case, a force is generated in the direction to release the pressing force, and the pressing force acting on the friction clutch is reduced to adjust the transmission torque. From the above, the transmission torque of the friction clutch can be controlled by controlling the pressing force. Further, in the case of a mechanism for adjusting the pressing force by the deformation of the elastic body such as the spring, the pressing force can be indirectly measured from the deformation amount of the elastic body such as the spring. Here, if the deformation amount is measured as the stroke amount, the transmission torque of the friction clutch can be measured.

First drive gear 6, second drive gear 7, third drive gear 8, assist drive gear 9
From the first driven gear 13 and the second driven gear 1
4, third driven gear 15, assist driven gear 1
The rotational torque of the input shaft 11 transmitted to the output shaft 12 via 6 or directly is transmitted to the differential gear 30.
Is transmitted to the axle 31 via the and drives the drive wheel 32 to rotate.

A first clutch drive device 25 for driving the first friction clutch 5, a mesh clutch drive device 24 for driving the mesh clutches 18 and 19, and a second clutch drive for driving the second friction clutch 8. The device 26 is, for example,
When the hydraulic pressure is used, the hydraulic pressure is supplied from a common or separate hydraulic power source, and the stroke amount or hydraulic pressure is adjusted via a hydraulic cylinder or the like to control each clutch. Here, the pressing force of the friction clutch is indirectly measured from the stroke amount.

The electronically controlled throttle 3 is adapted to control the throttle opening according to a command from the engine control unit 27. The engine torque can be controlled by the electronically controlled throttle 3, but in addition, the ignition timing can be changed by the engine control unit 27,
The engine torque can also be controlled by changing the fuel amount. The first clutch drive device 25, the second clutch drive device 26, and the dog clutch drive device 24 are controlled by the transmission control unit 100.
ntrol area network). As a result, the transmission control unit 100 can output an engine torque command to the engine control unit 27 to control the torque of the engine 1.

In the transmission control unit 100, the input torque transmission control means 200 for driving the first friction clutch 5 which is the main part of the present invention, the clutch slip amount control means 300, and the target rotational speed difference. Setting means 400 is provided. Inside the transmission control unit 100, as will be described later with reference to FIG. 2, a prime mover torque command computing means 106 for computing an engine torque command transmitted to the engine control unit 27 for controlling the prime mover, and the second friction clutch 8 Second clutch command calculating means 1 for calculating the transmission torque command of
05, and a meshing clutch command calculation means 104 for calculating a command for driving the meshing clutches 18 and 19, and the like. The engine 1, the first friction clutch 5, and the second clutch
A command for controlling the friction clutch 8 and the dog clutches 18 and 19 is calculated. The transmission control unit 100 includes a signal indicating the position of the shift lever 23 such as P range, R range, N range, and D range, and an accelerator pedal 29.
Depression amount (accelerator opening signal) and brake pedal 2
An on / off signal from a brake switch for detecting whether or not 8 is depressed, and a cylinder pressure value of the brake master are taken in. The transmission control unit 100 is
The driver's willingness to travel is detected based on these signals.

Here, the input torque transmission control means 200,
An outline of the clutch slip amount control means 300 and the target rotation speed difference setting means 400 will be described. Details will be described later with reference to FIG. The first friction clutch 5 is the engine 1
Is used to transmit the transmission torque generated by the transmission to the transmission. Therefore, if the transmission torque of the first friction clutch 5 is controlled so that the torque generated by the engine 1 can be transmitted, the torque of the engine 1 can be transmitted to the transmission. Therefore, the input torque transmission control means 200 determines the transmission torque of the first friction clutch 5 from the torque generated by the engine 1 and uses the first clutch drive device 25 to realize the transmission torque so as to achieve the first friction. Clutch 5
To control. Here, if the engine torque can be directly measured, the command is calculated using the engine torque measurement value. Generally, the engine torque cannot be directly detected, and therefore the command is calculated by the engine torque estimated using the engine speed, the throttle opening, the intake pipe internal pressure, the intake pipe internal temperature, and the like.

The input torque transmission control means 200 accurately calculates the transmission torque command of the first friction clutch 5 according to the engine torque, and based on this command, the first clutch drive device 25 accurately calculates the first friction clutch. 5
Is controlled so that the characteristics of the first friction clutch 5 can operate as predicted, the transmission torque of the first friction clutch 5 is controlled to be the same as the engine torque. However, in reality, there is an engine torque estimation error / measurement error and an accurate command cannot be calculated, and the characteristics of the first friction clutch 5 change, and the first clutch drive device 25 causes the first command to be performed according to the command. For example, the transmission torque of the friction clutch 5 cannot be controlled. Therefore, it is difficult to control the transmission torque of the first friction clutch 5 to be exactly the same as the engine torque only by the input torque transmission control means 200. At this time, if the transmission torque of the first friction clutch 5 is smaller than the engine torque,
If the engine 1 is blown up and the engine torque is larger than the engine torque, the clutch suddenly becomes directly engaged. Thus, it is difficult to accurately control the transmission torque of the first friction clutch.

Therefore, in this embodiment, the input torque transmission control means 20 is controlled by the clutch slip amount control means 300.
A command for compensating for a command error of 0 and a control error due to a characteristic change of the first friction clutch 5 is calculated. That is, when the rotation speed difference between the engine rotation speed and the input shaft rotation speed of the transmission is constant, the torque corresponding to the engine torque is set to the first value.
Since it can be considered that the friction clutch 5 is transmitting, the difference between the engine rotation speed and the rotation speed of the input shaft 11 of the transmission, that is, the rotation speed difference between the input side and the output side of the first friction clutch 5. By correcting the transmission torque command of the first friction clutch 5 according to the change, the first torque according to the engine torque is corrected.
The transmission torque of the friction clutch 5 can be controlled.

Further, the target rotation speed difference setting means 400 sets the target rotation speed difference to be small, and the clutch slip amount control means 300 reduces the rotation speed difference between the engine rotation speed and the input shaft rotation speed of the transmission. When the transmission torque command of the first friction clutch 5 is calculated so that the first friction clutch 5 is controlled by the first clutch driving device 25, the rotation speed difference becomes the target rotation speed difference. You can In this case, the change in the rotational speed difference indicates the change in the transmission torque of the first friction clutch 5. Therefore, the first
When there is a difference in rotation speed between the input side and the output side of the friction clutch 5, the target rotation speed difference setting means 4 is used in order to make the transmission torque of the first friction clutch 5 equal to or greater than the engine torque.
The target rotational speed difference may be reduced by setting 00 to control the rotational speed difference to be small. On the contrary, when it is desired to make the torque smaller than the engine torque, the target rotation speed difference setting means 400 sets the target rotation speed difference to be large, and the clutch slip amount control means 300 sets the first rotation speed difference to be large. The transfer torque correction command of the friction clutch 5 may be calculated to control the first friction clutch 5.

In this way, the input torque transmission control means 20
The transmission torque command of the first friction clutch 5 is calculated from the engine torque in a feedforward manner by 0, and the control error generated in the input torque transmission control means 200 is fed back by the clutch slip amount control means 300. It will be. Therefore, the target speed difference setting means 400
The transmission torque of the first friction clutch 5 can be accurately controlled according to the rotation speed difference setting by In particular, when it is desired to control the transmission torque of the first friction clutch 5 according to the engine torque, if the target rotational speed difference is kept constant, the characteristic change of the first friction clutch 5 is not affected, The effect that the same transmission torque control can always be achieved is obtained. Further, target speed difference setting means 400
By setting so that the target speed difference becomes large,
The transmission torque of the first friction clutch 5 can be controlled to be smaller than the engine torque.

Next, the structure of the transmission control unit 100 used in the automatic shift control device according to this embodiment will be described with reference to FIG. FIG. 2 is a transmission control unit 10 used in an automatic shift control device according to an embodiment of the present invention.
It is a block diagram which shows the structure of 0.

The transmission control unit 100 includes a vehicle speed calculation means 101, a start / shift command generation means 102, an input torque estimation means 107, and a first clutch command calculation means 10.
3, a meshing clutch command calculating means 104, a second clutch command calculating means 105, and a prime mover torque command calculating means 106. In the case of such a configuration, the input torque transmission control means 200, the clutch slip amount control means 300, and the target rotation speed difference setting means 4 shown in FIG.
00 is configured in the first clutch command calculation means 103. The first clutch command calculation means 103 will be described later.

The vehicle speed calculation means 101 calculates the current vehicle speed from the output shaft speed.

The input torque estimating means 107 takes in a throttle opening signal, an engine speed signal, a pressure in the intake pipe of the engine 1, a temperature in the intake pipe of the engine 1, and the like,
The torque generated by the engine 1 is estimated. For example, a map of the throttle opening signal, the engine speed and the engine torque is constructed, and the engine torque reference value is estimated from the throttle opening and the engine speed. Then, there is a method of correcting the engine torque reference value using the temperature in the intake pipe and the pressure in the intake pipe.

The start / shift command generating means 102 is a shift lever-2 for P range, R range, N range, D range, etc.
The shift signal indicating the position of No. 3, the depression amount of the accelerator petal 29 (accelerator opening signal), the on / off signal from the brake switch for detecting whether or not the brake pedal 28 is depressed, and the brake signal. Takes in the cylinder pressure value of the master and detects the driver's willingness to travel. For example, when the driver sets the shift range to the D range or the like and depresses the accelerator pedal 29, it is determined that the driver has the intention to start / accelerate, and the intention to start / accelerate is detected,
When the driver depresses the brake pedal 28, it is determined that the driver has the intention to decelerate / stop, and the intention to decelerate / stop is detected. Further, the start / shift command generation means 102 indicates a signal indicating the detected driver's intention (start / acceleration intention or deceleration / stop intention) and the road gradient detected by the road gradient detection sensor. The signal value, the vehicle speed value from the vehicle speed calculation means 101, and the dog clutch 1
Position signals of the dog clutches 18 and 19 from a sensor that detects where the positions of 8 and 19 are, and a shift lever.
The shift signal indicating the position 23 and the driver's upshift request signal or downshift request signal are fetched and a start / shift command signal is output. When the start / shift command generation unit 102 outputs a start / shift command, the command values are the mesh clutch command calculation unit 104, the first clutch command calculation unit 103, the second clutch command calculation unit 105, and the prime mover. It is input to the torque command calculation means 106. At this time, the start / shift command generating means 102
Is a mesh clutch position signal, an accelerator pedal opening signal, an engine speed, an input shaft speed, an output shaft speed, an input torque, a signal indicating a state of the first friction clutch 5 and the second friction clutch 8. Each command calculation means is controlled in accordance with the progress degree of the taking-in, starting operation, and shift operation.

Here, as the signal indicating the state of the first friction clutch 5, the force for pressing the clutch of the first friction clutch 5 (pressing force), the stroke amount for determining the pressing force of the clutch, and the like. is there. For example, as the configuration of the first friction clutch 5, the clutch is engaged by a spring force provided in advance in a state in which the clutch is not controlled by the first clutch drive device 25, and the first force is exerted by the pressing force at the time of engagement. The transmission torque of the friction clutch 5 may be equal to or larger than the torque generated in the engine 1. At this time, the operation of weakening the pressing force of the clutch against the spring force is performed by the first clutch drive device 25. At this time, if the force that opposes the spring force is known, the force pressing the clutch can be measured and the torque transmission state can be detected. Moreover, if the deformation amount (stroke amount) of the spring can be measured, the pressing force can be indirectly measured. Therefore, in order to realize the deformation of the spring, the pressing force can be converted from the stroke amount of the cylinder piston, for example. The clutch pressing force can be measured directly or indirectly by any of these signals, and the signal indicating the state of the first friction clutch 5 can be measured. The signal indicating the state of the first friction clutch 5 can be the transmission torque of the first friction clutch 5. The state of the second friction clutch 8 can be basically measured in the same manner.

The meshing clutch command calculating means 104 outputs a meshing clutch position signal output from a sensor for detecting where the meshing clutches 18 and 19 are located, and a first meshing clutch position signal.
Indicating the torque transmission state of the friction clutch 5 and the input shaft 11 of the transmission output from the input shaft speed sensor 10.
Of the output shaft 12 and the rotation speed signal of the output shaft 12, and based on the start command or the shift command output from the start / shift command generation means 102, the dog clutches 18, 1
A command is output to the dog clutch drive device 24 for driving the gear 9. By this command, the dog clutch drive device 2
4 operates to engage and disengage the dog clutches 18 and 19.

The first clutch command calculation means 103 outputs the command signal output from the start / shift command generation means 102 as follows.
In the case of a start command, a meshing clutch position signal output from a sensor that detects where the positions of the meshing clutches 18 and 19 are, and an input shaft speed of the transmission output from the input shaft speed sensor 10. Ni, the engine speed Ne output from the engine speed sensor 2, the engine torque estimated by the input torque estimating means 107, and the first
The first clutch that takes in a signal of the torque transmission state of the friction clutch 5 and controls the engagement / slip / release of the first friction clutch 5 at the time of start based on the command from the start / shift command generation means 102. The command value of the driving device 25 is output.

Also, the first clutch command calculation means 103
Is a meshing clutch 18, 19 when the command signal output from the start / shift command generating means 102 is a shift command.
Clutch position signal output from a sensor that detects the position of the engine, the input shaft speed of the transmission output from the input shaft speed sensor 10, and the engine output from the engine speed sensor 2. The rotation speed and the engine torque estimated by the input torque estimating means 107;
A signal or the like indicating the torque transmission state of the first friction clutch 5 is taken in, and based on a command from the start / shift command generation means 102, engagement / engagement of the first friction clutch 5 in gear shifting is performed.
First clutch drive device 25 for controlling slip / release
The drive command value of is output.

The prime mover torque command calculation means 106 has a first
Of the friction clutch 5, the engine speed output from the engine speed sensor 2, the measurement signal such as the throttle opening value of the electronically controlled throttle 3 output from the throttle opening sensor, and the start / shift operation. A target engine for the engine control unit 27 that calculates the required torque to the engine 1 and operates the generated torque of the engine 1 based on the start command or the gear change command output from the command generation means 102 for the start or the gear change. It also outputs torque. Alternatively, when the engine torque is controlled by the throttle opening, the target throttle opening that produces the target engine torque is obtained and output to the engine control unit 27. Thus, there are cases where the throttle opening command is directly calculated and cases where the target (request) engine torque is calculated. When the target engine torque is calculated, the engine control unit 27 performs throttle opening control,
It operates to control the torque generated by the engine 1 by controlling the ignition timing, controlling the fuel injection amount, and the like.

The second clutch command calculation means 105 is a mesh clutch position signal output from a sensor that detects where the positions of the mesh clutches 18 and 19 are, and a gear shift output from the input shaft speed sensor 10. The input shaft speed of the machine, the engine speed output from the engine speed sensor 2, the engine torque estimated by the input torque estimating means 107, the signal indicating the torque transmission state of the first friction clutch 5, and the like. Second control for controlling engagement / slip / release of the second friction clutch 8 in gear shift based on the command from the take-in / start / shift command generation means 102
The drive command value of the clutch drive device 26 is output.

Next, referring to FIG. 3, the overall operation of the automatic shift control device according to this embodiment during a shift will be described. FIG. 3 is a time chart showing an overall operation at the time of shifting by the automatic shift control device according to the embodiment of the present invention.

FIG. 3 shows an example of shifting from the first speed to the second speed based on the shift command. FIG. 3A shows a shift command at the time of shifting, FIG. 3B shows a throttle opening command (engine torque command), FIG. 3C shows a shift position (engagement clutch position signal), and FIG. The input shaft rotational speed is shown, (E) shows the ratio of the input shaft rotational speed and the output shaft rotational speed, (F) shows the transmission torque command of the second clutch, and (G) shows the first clutch transmission torque command. Shows,
(H) shows the rotational speed difference between the engine rotational speed and the input shaft rotational speed, and (I) shows the time chart of the output shaft torque.

The shift is started by the start / shift command generating means 10
It is performed based on the gear shift command from 2. As the shift command, a shift speed corresponding to the opening degree of the accelerator pedal 29 of the driver and the speed of the vehicle calculated by the vehicle speed calculation means 101 is set, and the set shift speed and the actual shift speed are different. In this state, a gear shift command is requested. Therefore, a shift command to the shift stage automatically determined from the driver's accelerator operation and the vehicle speed is generated. Alternatively, the driver directly issues a shift command in response to the upshift request signal and the downshift request signal. In this case, however, the engine speed after shifting may become too high or too low, so it is necessary to determine what is called over-rev or under-rev to determine whether it is within the shift range. Is output as a gear shift command. In the example of FIG. 3, a shift command for shifting to the second speed is generated due to the above factors while traveling in the first speed state.

At time t0, as shown in FIG. 3 (A), when a shift command is generated, start / shift command generating means 1
02, an engine torque down command for reducing the torque of the engine 1 is sent to the prime mover torque command computing means 106, and the prime mover torque command computing means 106 computes a command for lowering the engine torque, and the engine control unit 2
Send a command to 7. In FIG. 3, in order to reduce the engine torque, the throttle opening is changed as shown in FIG. At time t0 in FIG. 3, a throttle opening change command based on the torque down command starts, and at time t1, as shown in FIG. 3B, the torque down throttle opening command change ends. The torque down command is
In order to realize a smooth shift, the shift operation is performed before the shift operation.

In the example shown in FIG. 3, the throttle opening is controlled in order to reduce the engine torque, but the fuel injection amount may be adjusted or the ignition timing of the engine 1 may be changed. Such torque control of the engine 1 is performed by the prime mover torque command calculation means 106 shown in FIG.
Is performed by calculating the target engine torque and sending the command to the engine control unit 27.
The command to the engine control unit 27 at this time may be a throttle opening command or a required engine torque. In this case, the engine control unit 27 controls the engine torque by adjusting the throttle opening, the fuel injection amount, the ignition timing, etc. according to the required engine torque. In some cases, torque reduction as shown in FIG. 3 may not be performed.

As the transmission torque command of the first friction clutch 5, as shown by the solid line in FIG. 3 (G), the transmission torque command of the first friction clutch 5 is set to be higher than the engine torque. This is because it is necessary that slippage does not occur in the first friction clutch 5 during traveling, and slippage occurs in the first friction clutch 5 by making the transmission torque of the first friction clutch 5 equal to or higher than the engine torque. I try not to occur.

Next, at time t1, when the engine torque change (down) is completed, as shown in FIG. 3 (F), first, the transmission torque command of the second friction clutch 8 is output. Here, as the gear shifting operation, the first friction clutch 5
This is an example of the case where the shift is performed while transmitting the torque of the engine without releasing the. In gear shifting in this case, the first friction clutch 5 is not released and the dog clutches 18, 19 are not released.
Need to be switched. Therefore, first, it is necessary to disengage the dog clutches 18 and 19 that are engaged during the first speed running. The second friction clutch 8 is used to disengage the dog clutches 18, 19. The idea for realizing the disengagement is that the torque transmitted from the second friction clutch 8 is increased while the dog clutches 18 and 19 are engaged to increase the torque from the engine 1 acting on the dog clutches 18 and 19 to the second torque. This is to realize a state in which the dog clutches 18 and 19 can be disengaged by increasing the transmission torque of the friction clutch 8 to reduce it. Dog clutch 1
Output shaft 1 of engine torque during running when 8 and 19 are engaged
The transfer to 2 is modeled by equation (2) below. Here, the case is shown in which the second friction clutch 8 is mounted as shown in FIG. In addition, although it is slightly different depending on the arrangement of the second friction clutch 8, such as the case where the second friction clutch 8 is mounted on the counter shaft 22 or the case where the transmission includes only the input shaft 11 and the output shaft 12, , The basic idea is the same. Tout = Gi × Te (2) Here, Gi is the gear ratio of the meshing clutch that is engaged, Te is the engine torque, and Tout is the output shaft torque.

Here, when the transmission torque of the second friction clutch 8 is generated, it is modeled as the following equation (3). Tout = Gi × (Te-Ta / Ga) + Ta (3) where Ta is the second friction clutch transmission torque, and Ga
Is the gear ratio of the second friction clutch, Te is the engine torque, Gi is the gear ratio of the engaged meshing clutch, and Tout is the output shaft torque. Where equation (3)
The first term on the right side of is the transmission torque via the dog clutches 18 and 19, and the second term is the transmission torque via the second friction clutch 8.

Therefore, by increasing the transmission torque of the second friction clutch 8, the torque transmitted through the dog clutches 18 and 19 becomes smaller. As a result, if the torque acting on the dog clutches 18 and 19 becomes sufficiently small,
The dog clutches 18 and 19 can be disengaged, and the torque transmitted to the output shaft 12 can be continuously changed in the change from before disengagement of the dog clutches 18 and 19 to after disengagement.

Here, for example, consider a case where the transmission torque of the second friction clutch 8 becomes the value of the following expression (4). Ta = Ga × Te (4) This is the dog clutch 1 as shown in the equation (3).
The state where the torque transmitted by 8 and 19 has become zero is shown.

Therefore, the output shaft torque when the dog clutches 18 and 19 are engaged is given by the following equation (5). Where Ta is the torque transmitted by the second friction clutch, and Ga
Is the gear ratio of the second friction clutch, Te is the engine torque, Gi is the gear ratio of the engaged meshing clutch, and Tout is the output shaft torque.

Further, when the dog clutches 18 and 19 are released, the torque transmitted by the second friction clutch 8 becomes the output shaft torque, so that Tout = Ta = Ga × Te (6) The engagement clutch is continuously connected before and after the disengagement, and the torque fluctuation associated with the disengagement does not occur.

When the transmission torque of the second friction clutch 8 increases in the section from time t1 to time t2, the output torque decreases as a result. This can be understood from the relationship of the equation (3), but the cause is the dog clutch 1
When torque is transmitted by the second friction clutch 8 in a state in which 8 and 19 are engaged, torque is transmitted to the second friction clutch 8 in a state where slippage has occurred. This is because the rotational speeds of the counter shaft 22 (input shaft 11) and the output shaft 12 are determined by the gear ratio of the meshing clutches 18 and 19 that are engaged, so that the second friction clutch 8 always slips. . Since the torque is transmitted in such a slipping state, a power transmission loss occurs and the torque transmitted to the output shaft 12 is reduced.

In FIG. 3, from time t1 to t2, in order to release the dog clutches 18 and 19 as described above,
As shown in FIG. 3 (F), the transmission torque of the second friction clutch 8 is increased. The transmission torque command of the second friction clutch 8 has reached the target value before time t2, but in reality there is a response delay and the like, so the torque applied to the dog clutches 18 and 19 at the stage of time t2. Becomes sufficiently small, and the path for transmitting the torque from the engine 1 transitions from the dog clutches 18 and 19 to the second friction clutch 8.

In this way, the start / shift command generating means 10
When the torque reduction command is sent from the starting / shifting command generation means 102 to the second clutch command calculation means 1 when the torque reduction command is sent to the prime mover torque command calculation means 106.
A command for controlling the transmission torque of the second friction clutch 8 is output to 05. As a result, the second clutch command calculation means 105 calculates a transmission torque command of the second friction clutch 8 that can disengage the dog clutches 18 and 19, and the second clutch drive device 26 causes the second friction clutch 8 to operate. The transmission torque is controlled.

Next, at time t2, if the start / shift command generating means 102 determines that the dog clutches 18, 19 can be released, the start / shift command generating means 10
2 instructs the mesh clutch command calculation means 104 to release the mesh clutches 18 and 19 to realize a neutral state in which the mesh clutches 18 and 19 are not engaged. The mesh clutch command calculation means 104 causes the mesh clutch drive device 24 to operate the mesh clutches 18, 19.
Release. As a result, the dog clutches 18 and 19 are disengaged as shown at time t3, and the shift position is changed from the first speed to the neutral state as shown in FIG. 3 (C).

The start / shift command generating means 102 is
The second clutch command calculation means 1 when the torral state is determined
05 is commanded to control the transmission torque of the second friction clutch 8. The second clutch command calculation means 105
The transmission torque command for the second clutch is calculated, and the second clutch drive device 26 controls the second friction clutch 8. The commands of the second friction clutch 8 are the output shaft torque required during the gear shift, the current input shaft revolution speed, and the target value of the input shaft revolution speed required for shifting to the next gear (second speed). Can be determined from The input shaft speed required for shifting to the next gear can be calculated from the gear ratio of the next gear and the output shaft speed.

The motion around the input shaft 11 in the neutral state is described by the following equation (7). Jin × (dNi / dt) = Te − Ta / Ga (7) where Jin is the inertia around the input shaft 11, Ni is the input shaft speed, Te is the engine torque, and Ta is the second Is the friction clutch transmission torque, and Ga is the gear ratio of the second friction clutch.

The output shaft torque is described by the following equation (8). Tout = Ta (8) Therefore, in order to control the input shaft speed up to the target input shaft speed, it can be realized by controlling the transmission torque of the second friction clutch 8 and the engine torque. Can be realized by controlling the transmission torque of the second friction clutch 8.

For example, in order to control the output shaft torque to a required value, the transmission torque command of the second friction clutch 8 is determined. The second friction clutch 8 transmission torque command is Ta1
And the engine torque is Te = Te1 + Te2, the motion around the input shaft 11 is described by the following equation (9). Jin × (dNi / dt) = Te1 + Te2 − Ta1 / Ga (9) Here, considering Te1 = Ta1 / Ga, Jin × (dNi / dt) = Te2… ( 10) becomes. Therefore, when the transmission torque of the second friction clutch 8 and the engine torque are controlled in a coordinated manner, both the output torque and the input shaft speed can be controlled.

In FIG. 3, at time t3, as shown in FIG.
As shown in FIG. 3, when the neutral state is reached, FIG.
As shown in, the transmission torque command of the second friction clutch 8 is increased. As a result, the input shaft rotation speed (engine rotation speed) decreases as shown in FIG. At this time, the decrease in the rotational speed of the input shaft causes an inner torque, and the second friction clutch 8 transmits the inner torque to the output shaft 12. In FIG. 3, in order to prevent the output torque during shifting from increasing due to the inner shuttle,
A command to perform engine torque control is sent from the start / shift command generation means 102 to the prime mover torque command calculation means 106, and in order to control the engine torque, FIG.
As shown in (B), the throttle opening is operated.

From time t3 to time t4, the output shaft torque is realized and the input shaft rotation speed is controlled. The input shaft rotational speed shown in FIG. 3D can be controlled by changing the engine torque and the transmission torque of the second friction clutch 8. At this time, as shown in FIG. 3 (G), the transmission torque of the first friction clutch 5 needs to be larger than the sum of the engine torque and the inertia torque. If this is not done, slippage will occur between the engine speed and the input shaft speed.

At time t4, when the rotation speed of the input shaft 11 is controlled to the rotation speed corresponding to the next gear (second speed), the start / shift command generating means 102 causes the next gear (second speed). ) For realizing the above
The engagement clutch command calculation means 10 so that the engagement of 9 is performed.
The command is output to 4. As a result, the dog clutch command calculation means 104 causes the dog clutches 18, 1 that realize the second speed.
A command for engaging 9 is calculated, and the dog clutches 18 and 19 are controlled by the dog clutch drive device 24.

At this time, when the input shaft rotation speed is completely synchronized with the rotation speed for realizing the second speed, the dog clutch 1
Even if 8 and 19 are fastened, they can be fastened smoothly. However, since there are control errors and measurement errors, there are cases in which the input shaft speed cannot be completely synchronized with the speed after shifting. In this case, when the dog clutches 18 and 19 are forcibly engaged, shaft vibration occurs. When the rotational speeds are not synchronized, the dog clutches 18 and 19 forcibly generate torque for synchronizing the input shaft rotational speed with the rotational speed of the next shift stage. At this time, if the transmission torque of the first friction clutch 5 is larger than the engine torque, the input shaft speed is restricted by the engine speed. Twist occurs in the shaft, resulting in shaft vibration. That is, the torque for synchronizing becomes a disturbance in the torque balance state in the input shaft 11 (counter shaft 22), and the input shaft 11 (counter shaft 22) is disturbed.
And the shaft vibration.

As described above, the dog clutches 18, 19
Shaft vibration may occur when fastening the. In order to avoid this, the start / shift command generation means 102 controls the transmission torque of the first friction clutch 5 to implement shaft vibration suppression when engaging the dog clutches 18 and 19. A command is sent to the first clutch command calculation means 103. The first clutch command calculation means 103 calculates a transmission torque command of the first friction clutch 5 that suppresses shaft vibration,
The transmission torque of the first friction clutch 5 is controlled by the first clutch drive device 25. Specifically, as shown in FIG. 3 (G), the transmission torque of the first friction clutch 5 is controlled to be the engine torque. When the transmission torque of the first friction clutch 5 is controlled to be the engine torque, the input shaft rotation speed and the engine rotation speed are not completely restricted, and the first friction occurs when a torque equal to or higher than the engine torque is applied. The clutch 5 transmits only the engine torque while sliding. Therefore, when the input shaft 11 is to be rotated by the torque generated to synchronize the input shaft speed with the speed after shifting, slippage occurs in the first friction clutch 5 and the input shaft 11 Twist is reduced and shaft vibration is also suppressed. As described above, the shaft vibration can be suppressed by controlling the transmission torque of the first friction clutch 5 so that only the engine torque can be transmitted.

In FIG. 3, the transmission torque of the first friction clutch 5 is, as shown in FIG.
It is controlled even before 8 and 19 are engaged. The transmission torque command at this time is a command such that the transmission torque of the first friction clutch 5 becomes the same as the engine torque, and the transmission torque of the first friction clutch is controlled. Before this control is performed, the transmission torque of the first friction clutch 5 is controlled so that a torque larger than the engine torque can be transmitted.

The first clutch command calculation means 103 receives the command from the start / shift command generation means 102 to prepare for suppressing the shaft vibration generated when engaging the meshing clutches 18 and 19, and engages at time t4. Clutch 18,1
From the stage before the engagement operation of No. 9, for example, the transmission torque of the first friction clutch 5 is controlled to be the same as the engine torque (FIG. 3 (G)). In addition, the transmission torque of the first friction clutch 5 may be controlled to be the same as the transmission torque of the second friction clutch 8. At time t4, at the stage of starting the engaging operation of the dog clutches 18 and 19, the rotation speed is synchronized and the engine torque and the second
Since the transmission torque of the second friction clutch 8 is balanced, even if the transmission torque of the first friction clutch 5 is controlled to be the same as the transmission torque of the second friction clutch 8 or the engine torque. The torque transmitted to the output shaft 12 becomes the same torque as when the transmission torque of the first friction clutch 5 is controlled to be equal to or higher than the engine torque.

When the transmission torque of the first friction clutch 5 is controlled to be the engine torque in order to suppress the shaft vibration generated when engaging the dog clutches 18, 19, the first friction clutch 5 is used. There is a control error of 1), an estimated value error of the engine torque, and the like, so that the transmission torque of the first friction clutch 5 may be controlled to be smaller or larger than the engine torque. When the transmission torque of the first friction clutch 5 is smaller than the engine torque, slippage occurs in the first friction clutch 5 and a rotation speed difference occurs between the engine rotation speed and the input shaft rotation speed. Further, when the transmission torque of the first friction clutch 5 becomes larger than the engine torque, the input shaft speed is restricted by the engine speed, and the effect of suppressing the shaft vibration becomes small. In order to improve such an abnormal slip state or restraint state of the first friction clutch 5, the first clutch command calculation means 103 uses the first friction clutch based on the rotation speed difference between the engine rotation speed and the input shaft rotation speed. Correct the transmission torque command of 5. With this correction,
The transmission torque of the first friction clutch 5 is controlled to be the same as the engine torque.

At time t4, it is determined that the rotation speeds are synchronized, and at time t5, as shown in FIG. 3 (C), when the dog clutches 18 and 19 are engaged, the vehicle starts and starts.
The shift command generating means 102 instructs the second clutch command calculating means 105 to cause the second clutch command calculating means 105 to calculate a command to reduce the transmission torque of the second friction clutch 8. Then, the command is output to the second clutch driving device 26, and as shown in FIG. 3 (F), the transmission torque of the second friction clutch 8 is reduced to 0 to release the second friction clutch 8. To

At time t5, as shown in FIG.
When the dog clutches 18 and 19 are engaged, the start / shift command generating means 102 to the first clutch command calculating means 103.
A command is output to control the transmission torque of the first friction clutch 5. The first clutch command calculation means 103 is
A command for increasing the transmission torque command of the first clutch is output. As a result, even when the first friction clutch 5 slips when the dog clutches 18 and 19 are engaged,
The transmission torque of the first friction clutch 5 is increased so as to eliminate slippage, and control is performed so that the rotational speed difference between the input shaft rotational speed and the engine rotational speed becomes zero.

At time t6, as shown in FIG. 3 (H), when the difference in rotation speed between the input shaft rotation speed and the engine rotation speed is eliminated, the start / shift command generation means 102 causes the first friction clutch 5 to move. Is output to increase the transmission torque of the first friction clutch 5, and the first clutch command calculation means 103 causes the first clutch drive device 25 to increase the transmission torque of the first friction clutch 5 and the first friction clutch 5 completes. Control to conclude.

The throttle opening is controlled from time t5 to t6, which is the second friction clutch 8
When the gear ratio of the second friction clutch is different from the gear ratio of the meshing clutches 18 and 19 when the torque transmission path is switched from the mesh clutches 18 and 19 to the meshing clutches 18 and 19, a torque difference is generated. The torque step is eliminated by controlling the engine torque in order to eliminate it.

Next, with reference to FIG. 4, another example of the overall operation at the time of shifting by the control device for automatic shifting according to the present embodiment will be described. FIG. 4 is a time chart showing another example of the overall operation during a shift by the automatic shift control device according to the embodiment of the present invention.

FIG. 4 shows an example of shifting from the first speed to the second speed based on the shift command. FIG. 4A shows a shift command at the time of shifting, FIG. 4B shows a throttle opening command (engine torque command), FIG. 4C shows a shift position (engagement clutch position signal), and FIG. The input shaft rotational speed is shown, (E) shows the ratio of the input shaft rotational speed and the output shaft rotational speed, (F) shows the transmission torque command of the second clutch, and (G) shows the first clutch transmission torque command. Shows,
(H) shows the rotational speed difference between the engine rotational speed and the input shaft rotational speed, and (I) shows the time chart of the output shaft torque.

In the example shown in FIG. 3, the normal state is as shown in FIG.
As shown by a solid line in (G), the first friction clutch 5 is completely engaged. On the other hand, in the example shown in FIG.
As shown by the solid line in (G), the transmission torque of the first friction clutch 5 is constantly controlled so that a torque larger than the engine torque can be transmitted.
The first friction clutch 5 before and after engaging 8, 19
This is the case where the transmission torque of is controlled to be the same as the engine torque. Other than that, it is the same as FIG.

Next, the configuration of the input torque transmission control means 200, the clutch slip amount control means 300, and the target rotational speed difference setting means 400, which are the main parts of the automatic shift control apparatus according to this embodiment, will be described with reference to FIG. explain. FIG. 5 is a block diagram showing the configuration of the input torque transmission control means 200, the clutch slip amount control means 300, and the target rotational speed difference setting means 400, which are the main parts of the automatic shift control device according to the embodiment of the present invention. .

The first clutch command calculation means 103 controls the transmission torque of the first friction clutch 5 according to the command from the start / shift command generation means 102. At this time, the first
The clutch command calculation means 103 uses the first friction clutch 5 based on the estimated value of the input torque (engine torque).
Of the input torque transmission control means 200 for calculating the transmission torque command value of the engine, and a target rotational speed difference setting means 400 for setting a target value of the rotational speed difference between the engine rotational speed and the transmission input shaft rotational speed.
And a clutch slip for calculating a transfer torque command value of the first friction clutch 5 from the difference between the engine speed and the input shaft speed and the target speed difference set by the target speed difference setting means 400. It comprises the quantity control means 300.

The input torque transmission control means 200 calculates the transmission torque command of the first friction clutch 5 as in the following equation (11). Tsc_FF = Gain × Te (11) Here, Tsc_FF is a transfer torque command value of the first friction clutch calculated by the input torque transfer control means, Gain is a gain, and Te is an engine torque (input torque). It is an estimated value.

If the transmission torque of the first friction clutch 5 is controlled according to the transmission torque command of the first friction clutch 5 calculated by the input torque transmission control means 200, the input torque (engine torque) becomes the first friction. The clutch 5 can be transmitted to the input shaft 11 of the transmission. However, it is difficult to control the first friction clutch 5 according to the transmission torque command without a control error. In particular, the characteristics of the dry-type single-plate friction clutch are liable to change, and even if an accurate transmission torque command is given, there is a variation in the response, and the transmission of the first friction clutch 5 is accurately performed only by the command corresponding to the engine torque. Sometimes the torque cannot be controlled. Further, the engine torque is required to calculate the command, but it is practically difficult to measure the engine torque accurately, and the engine torque estimated value is used. In this case, the engine torque estimation error is always present in practice, and therefore an accurate transmission torque command value may not be calculated in some cases. In this way, when controlling the transmission torque of the first friction clutch 5, the transmission of the first friction clutch 5 is achieved only by the input torque transmission control means 200 that calculates the transmission torque command from the engine torque (input torque) estimated value. In some cases, the torque cannot be controlled to the engine torque. Therefore, it is necessary to correct the transmission torque command of the first friction clutch 5 by some method to correct the control error. As a correction method, the clutch slip amount control means 300 performs the transmission torque command correction of the first friction clutch 5 using the rotation speed difference between the engine rotation speed and the input shaft rotation speed.

In the method for realizing a shift using the second friction clutch 8 described with reference to FIGS. 3 and 4, the torque transmission from the second friction clutch 8 to the meshing clutch 18,
When the transmission torque of the first friction clutch 5 can be controlled so that the transmission torque of the first friction clutch 5 becomes equal to the engine torque when switching to the torque transmission by 19, the dog clutches 18 and 19 are engaged. It is possible to suppress shaft vibration that occurs when That is, the first
When the transmission torque of the friction clutch 5 is controlled in the same manner as the engine torque, the dog clutches 18, 1
Since the first friction clutch is brought into a slipping state by the torque synchronized with the input shaft rotational speed and the rotational speed after shifting by 9, the torsion of the input shaft 11 can be reduced and the shaft vibration can be suppressed. When engaging the dog clutches 18 and 19 in such a shift control, the input torque transmission control means 200 shown in FIG.
By controlling the transmission torque of the first friction clutch by the clutch slip amount control means 300, shaft vibration can be suppressed.

When the first friction clutch 5 is in the engaged state, there is no difference between the engine speed and the input shaft speed. Then, the transmission torque command of the first friction clutch 5 is first controlled by the input torque transmission control means 200 so as to become the engine torque. As a result, if the transmission torque of the first friction clutch 5 is controlled to be the same as the engine torque, there will be no difference in engine speed between the engine speed and the input shaft speed. On the other hand, when the transmission torque of the first friction clutch 5 is small, the engine speed becomes higher than the input shaft speed, and a speed difference occurs between the engine speed and the input shaft speed. Therefore, when the target rotation speed difference setting means 400 sets the target rotation speed difference as 0, the clutch slip amount control means 300 calculates the deviation between the rotation speed difference between the engine rotation speed and the input shaft rotation speed and the target rotation speed difference. Then, based on the deviation, the transmission torque command correction value of the first friction clutch 5 is calculated so that the deviation becomes zero, and the first friction clutch 5 is controlled. As a result, the rotational speed difference between the engine rotational speed and the input shaft rotational speed is 0.
Then, the engine torque is just transmitted by the first friction clutch 5. As an example of calculation in the clutch slip amount control means 300, the following equation (1)
Calculations such as 2), equation (13), and equation (14) are performed. NeNi = Ne-Ni (12) dNeNi = NeNi-NeNi_ref (13) Tsc_FB = P_Gain x dNeNi + I_Gain x ∫ (dNeNi) dt (14) where Tsc_FB is the first calculated by the clutch slip amount control means. It is a transmission torque command value correction value of the friction clutch of 1,
Ne is the engine speed, Ni is the input shaft speed,
NeNi is the rotational speed difference, NeNi_ref is the target rotational speed difference, dNeNi is the deviation of the rotational speed difference, P_Gain is the proportional control gain, and I_Gain is the integral control gain.

Thus, the clutch slip amount control means 30
At 0, the transmission torque command correction value is calculated from the proportional value and the integral value based on the deviation between the target rotational speed difference and the actual rotational speed difference.

Then, the first clutch command calculation means 103
Is calculated from the transmission torque command calculated by the input torque transmission control means 200 and the transmission torque correction value calculated by the clutch slip amount control means 300 as shown in the following equation (15). Calculate the transfer torque command. Tsc_ref = Tsc_FF + Tsc_FB (15) Here, Tsc_ref is the final first friction clutch transmission torque command, Tsc_FF is the transmission torque command by the input torque transmission control means, and Tsc_FB is the clutch slip amount control means. It is a transmission torque command.

In the above, the target rotational speed difference setting means 400 is set to make the target rotational speed difference zero, but the target rotational speed difference may be set to a value larger than zero. In the case where the transmission torque of the first friction clutch 5 is controlled to be equal to or larger than the torque input to the first friction clutch 5, the rotational speed difference between the input side and the output side of the first friction clutch 5 becomes zero. There is also. In this case, the rotational speed difference is 0,
The input torque is not just being transmitted, but the transmission torque equal to or higher than the input torque can be transmitted. Therefore, by setting the target rotational speed difference to a small non-zero value such as 10 rpm, the clutch slip amount control means 300 causes the transmission torque of a degree corresponding to the engine torque (input torque) to be the first. It can be realized with the friction clutch 5. In this case, the slip amount of the clutch is small, and the rotation speed of the engine 1 does not rise.

As described above, the input torque transmission control means 2
00, the clutch slip amount control means 300 controls the clutch slip amount on the basis of the difference between the input rotation speed and the output rotation speed of the clutch and the target rotation speed difference. By calculating the correction value of the transmission torque command, it is possible to calculate the transmission torque command that is not easily affected by the characteristic changes and variations of the clutch. Furthermore,
It is possible to accurately control the engagement state and the slippage state of the first friction clutch. That is, the target rotational speed difference setting means 4
By setting the slip amount (rotational speed difference between the engine rotation speed and the input shaft rotation speed) by setting 00, the slip state of the first friction clutch can be freely controlled, and the first friction clutch is engaged. At this time, abrupt fastening or smooth fastening can be freely set.

Next, the overall operation of shift control by the automatic shift control device according to this embodiment will be described with reference to FIG. FIG. 6 is a flowchart showing the overall operation of shift control by the automatic shift control device according to the embodiment of the present invention.

In step S-1, when the shift command is output by the start / shift command generating means 102, the shift control is started in step S-2. The shift control is performed by the shift control phase 1 in step S-3.
And the shift control phase 2 in step S-4 and the shift control phase 3 in step S-5. When the shift control phase 3 ends, the shift control ends in step S-6. Becomes

Next, referring to FIGS. 7 and 8, Phase 1 of the shift control by the automatic shift control device according to the present embodiment.
The operation of will be described. FIG. 7 shows a phase 1 of shift control by an automatic shift control device according to an embodiment of the present invention.
It is a flowchart showing the operation of. FIG. 8 is a time chart showing the operation of the phase 1 of the shift control by the automatic shift control device according to the embodiment of the present invention.

FIG. 8 shows an example of shifting from the first speed to the second speed based on the shift command. FIG. 8A shows a gear shift command at the time of gear shifting, FIG. 8B shows a throttle opening command (engine torque command), (D) shows an input shaft rotation speed, and (F) shows transmission of the second clutch. Shows the torque command, (G) shows the first clutch transmission torque command,
(I) shows a shift command, (I) shows a time chart of the output shaft torque, and (C) shows a shift position (a mesh clutch position signal). Time t0 on the horizontal axis ...
t3 indicates the same timing as t0, ..., T3 on the horizontal axis of FIG. 4, respectively.

In the shift control phase 1, when the torque of the engine 1 is reduced (torque down) in order to suppress the torque fluctuation during shifting, torque transmission by the second friction clutch 8 is started and engaged. Dog clutch 1
Release control of 8 and 19 is performed.

First, in step S-1, as shown in FIG.
As shown at time t0 in (A), when a shift command from the first speed to the second speed is issued, the shift control phase 1 is started in step S-31, and the prime mover is started in step S-32. The torque command calculation means 106 calculates the target torque of the engine 1. For example, in order to reduce the torque of the engine 1 before switching the clutch, the target engine torque is calculated.

Next, in step S-33, the engine control unit 27 controls the engine 1 so that the calculated target engine torque is obtained. In order to reduce the engine torque, as shown in FIG. 8B, a command is output to change the throttle opening.

Next, in step S-34,
The shift command generating means 102 is an input torque estimating means 107.
The engine torque Te_ref estimated in 1 is compared with the actual engine torque Te to determine whether the actual engine torque has reached the target engine torque. Here, the control of the engine torque can be realized by the throttle opening, the fuel injection amount, the ignition timing and the like. When the estimated engine torque value is not the target engine torque, the engine torque control is repeatedly executed in step S-33.

When it is determined at time t1 that the engine torque has reached the target engine torque, the second clutch command calculation means 105 calculates the transfer torque command of the second friction clutch 8 in step S-35. The transmission torque command of the second friction clutch 8 is calculated so that the engine torque is transmitted by the second friction clutch 8 in order to release the meshing clutches 18 and 19 that are engaged as described above. . The transmission torque command of the second friction clutch 8 when the second friction clutch 8 is arranged as shown in FIG. 1 is expressed by the following equation (16). Ta_ref_goff = Ga × Te (16) Here, Ta_ref_goff is the second friction clutch target transmission torque, Ga is the gear ratio in the second friction clutch, and Te is the engine torque.

Next, in step S-36, when the transmission torque command of the second friction clutch 8 is calculated, the second clutch drive device 26 executes the transmission torque command shown in FIG. ), The second friction clutch 8 is controlled. The transmission torque command of the second friction clutch 8 is calculated by the second clutch command calculation means 105. When the transmission torque of the second friction clutch 8 is controlled, the transmission torque acting on the dog clutches 18 and 19 is reduced, and the dog clutches 18 and 19 can be released.

Then, in step S-37,
The shift command generating means 102 includes the dog clutches 18, 19
It is determined whether or not to release. The second judgment
This is performed by measuring and estimating the state of the friction clutch 8 (transmission torque etc.). As a measuring method, there is a method of measuring the pressing force of the second friction clutch 8 and calculating the transmission torque. In addition, the dog clutches 18, 19 and the second
When torque transmission is being performed by both of the friction clutches 8, the output shaft torque of the transmission decreases during the transition from the transmission by only the dog clutches 18 and 19 to the transmission by only the second friction clutch 8. I will do it. Utilizing this point, the state of torque transmission by the second clutch can be estimated from the change in the input shaft rotation speed or the change in the output shaft rotation speed.

That is, as shown in the equations (17) and (18), J × (dNo / dt) = Tout−Td = Gi × (Te−Ta / Ga) + Ta−Td (17) J × (dNo / dt) = Gi × Te − (Gi − Ga) / Ga × Ta −Td (18) where Ta is the second friction clutch transmission torque and Ga
Is the gear ratio of the second friction clutch, Te is the engine torque, Gi is the gear ratio of the meshing clutch that is engaged, Tout is the output shaft torque, J is the vehicle inertia, and Td is Is the running resistance, No is the output shaft speed, Ni
= No × Gi.

From the relations of the equations (17) and (18), if the transmission torque of the second friction clutch 8 increases, it is assumed that the running resistance is constant and the change in the rotational speed decreases. The state of the second friction clutch 8 can be estimated from the degree of decrease in the rotation speed.

If it is determined that the dog clutches 18 and 19 can be released, that is, that the torque from the engine 1 has been transferred to the second friction clutch 8, the dog clutches 18 and 19 are released in step S-38. In the disengagement control of 19, the mesh clutch command calculation means 104 determines which gear stage the mesh clutches 18, 19 are to be disengaged, and the mesh clutch drive device 24 is made to disengage the mesh clutches 18, 19. To control. When it is determined that the second friction clutch 8 cannot be released, the transmission torque of the second friction clutch 8 is continuously controlled.

The actual second clutch transmission torque is shown in FIG.
It occurs with a delay as shown by the dotted line in (F), and it is determined that the target transmission torque has been reached at time t2. Here, a disengagement command for the dog clutches 18 and 19 is output.

Next, in step S-39, the vehicle starts
The shift command generating means 102 includes the dog clutches 18, 19
Is determined to have been released, and if it has been determined to have been released, in step S-310, the shift control phase 1
Is complete. The determination of disengagement of the dog clutches 18 and 19 includes a method of making a decision based on the positions of the dog clutches 18 and 19, and a method of making a decision based on the rotational speeds and changes in the rotational speeds of the input shaft 11 and the output shaft 12. For example, the dog clutch 1
When 8 and 19 are released, the input shaft rotational speed and the output shaft rotational speed are released from the constraint state, and by utilizing the fact that different rotational speeds can be realized, the dog clutches 18 and 19 are released. It is also possible to determine the release of

The actual positions of the dog clutches 18 and 19 operate with respect to the position command of the dog clutches 18 and 19, and the dog clutch 18 is moved at time t3 as shown in FIG. 8C. , 19 are released and the neutral state is determined, and the shift control phase 1 is completed.

Next, the operation of the phase 2 of the shift control by the automatic shift control device according to the present embodiment will be described with reference to FIGS. 9 and 10. FIG. 9 is a flowchart showing the operation of the phase 2 of the shift control by the automatic shift control device according to the embodiment of the present invention. FIG. 10 is a time chart showing the operation of the phase 2 of the shift control by the automatic shift control device according to the embodiment of the present invention. In addition, in FIG. 10, FIG. 10A and FIG.
In each case, the engine torque is controlled to be different.

FIG. 10 shows an example of shifting from the first speed to the second speed based on the shift command. Figure 10 (A
1) and (B1) show a transmission torque command of the second friction clutch, FIGS. 10 (A2) and (B2) show a transmission torque equivalent to the inner torque, and FIGS. 10 (A3) and (B3) show an engine. The transmission torque corresponding to the torque is shown. Times t3 and t5 on the horizontal axis are t3 and t5 on the horizontal axis of FIG. 4, respectively.
It shows the same timing as.

In the gear shift control phase 2, the dog clutches 18 and 19 are disengaged, the engine torque during gear shifting is transmitted by the second friction clutch, and the output during gear shifting is coordinated with the torque control of the engine 1. The shaft torque is realized and the input shaft speed is controlled, and the input shaft speed is synchronized with the speed corresponding to the gear ratio after shifting.

When the shift control phase 1 is completed, the shift control phase 2 is started in step S-41. In the shift control phase 2, first, in step S-42.
In FIG. 10, the start / shift command generating means 102 is
The target output torque (To_ref) indicated by the solid line is set in (A1).

Next, in step S-43, the second clutch command calculating means 105 causes the transmission torque feed forward of the second friction clutch 8 corresponding to the target output torque.
The command Ta_shift_FF is calculated. Second friction clutch 8
Transmission torque feed forward command Ta_shift_FF of
This is indicated by a broken line in FIG.

Further, in step S-44, the prime mover torque command calculation means 106 calculates the target value Te_shift of the engine torque. Here, the output shaft torque during the section of the control phase 2 becomes the transmission torque of the second friction clutch 8, but the transmission torque of the second friction clutch 8 changes the engine torque and the input shaft rotation speed. It consists of the inner shuttle generated by the above. That is, output shaft torque To
The relationship between ut (transmission torque of the second friction type clutch) and the engine 1 and the inertia torque is expressed by the following equation (19). Tout = Ta = Ga × {Te + Jin × (dNi / dt)} (19) where Tout is the output shaft torque, Ta is the second friction clutch transmission torque, and Te is the engine torque. ,
Jin is the inertia around the input shaft, and dNi / dt is the change in the input shaft speed.

In the control phase 2, it is necessary to change the number of revolutions of the input shaft 11 to the number of revolutions corresponding to the next gear ratio. Therefore, the entire inertia torque generated to realize the change of the input shaft rotation speed is the input shaft rotation speed (engine rotation speed) and the shift pattern (1-2 shift, 2-3 shift, 1-3 shifts). Although it is possible to shape the output shaft torque during the shift by allocating the inner torque in the control phase 2 section, it becomes a constraint to synchronize with the rotational speed after the shift.
There is a limit to the degree of freedom. On the other hand, since the engine torque has a certain degree of freedom, the control phase 2
The output shaft torque during gear shifting can also be shaped by setting the engine torque in the section.

When the inertia torque target value during gear shift shown in FIG. 10 (A2) and the engine torque target value shown by the solid line in FIG. 10 (A1) are determined, the second friction clutch 8 is determined.
The transmission torque command of is determined as shown in FIG.

The transmission torque command of the second friction clutch 8 corresponding to the inner torque shown in FIG. 10 (A2) is to reduce the input shaft speed (engine speed) after the engagement clutches 18 and 19 are released. , The transmission torque of the second friction clutch 8 is increased, and the increase amount of the transmission torque corresponds to the inner torque generated by the decrease in the input shaft rotation speed (engine rotation speed). When the input shaft rotation speed (engine rotation speed) reaches the rotation speed corresponding to the next shift stage, the inertia torque becomes substantially zero, so that the transmission torque command corresponding to the inertia torque of the second friction clutch 8 is also issued. It becomes zero.

The transmission torque command of the second friction clutch 8 corresponding to the engine torque shown in FIG. 10 (A3) is a torque balanced with the engine torque. That is, since the engine torque changes during the shift, the transmission torque command of the second friction clutch 8 is changed according to the change in the engine torque. The sum of the command values of the above two transfer torques becomes the transfer torque feedforward command of the second friction clutch 8, and the transfer torque corresponds to the torque of the output shaft 12. Therefore, even if the transmission torque equivalent to the inner torque is constant, the transmission torque of the second friction clutch 8 is changed by changing the engine torque during shifting.

The target value of the engine torque is the feedforward command of the engine torque, and the command of the transmission torque of the second friction clutch 8 is the feedforward command to the second friction clutch 8. The engine torque and the transmission torque of the second friction clutch 8 are controlled based on the feedforward command. Further, when the inertia torque during the shift is determined, the change in the rotation speed of the input shaft 11 is determined correspondingly. Input shaft 11 from the setting value
(Engine) The orbit of the rotational speed is set as the target orbit of the rotational speed.
Then, in step S-45, the second clutch command calculation means 105 controls the transmission torque of the second friction clutch 8 to determine the second friction from the deviation between the target rotational speed trajectory and the actual input shaft rotational speed. The transmission torque feedback command Ta_shift_FB of the clutch 8 is corrected.

As described above, the transmission torque command of the second friction clutch 8 is calculated from the feedforward command and the feedback command, and in step S-46, the second clutch command calculation means 105 is operated by the second clutch command calculation means 105. The transmission torque of the friction clutch 8 of No. 2 is controlled, and the motor torque command calculation means 106
Also controls the engine torque based on the engine torque target value.

Then, in step S-47,
The shift command generating means 102 determines whether the input rotation speed is controlled up to the rotation speed corresponding to the gear ratio of the next shift stage. If the rotation speed is not controlled, step S
Returning to -45, the transmission torque of the second friction clutch 8 and the engine torque are controlled. When the input rotation speed is controlled to the rotation speed corresponding to the gear ratio of the next shift stage, the control phase 2 ends in step S-48, and the process proceeds to the next control phase 3.

Next, the case where the engine torque is controlled to be different from that shown in FIG. 10A will be described with reference to FIG. The transmission torque command of the second friction clutch 8 corresponding to the inner shuttle shown in FIG.
It is the same as 0 (A2). However, unlike the case of FIG. 10 (A), the engine torque during shifting is controlled to be substantially constant as shown in FIG. 10 (B3). As a result,
In the case of 0 (B), the transmission torque command of the second friction clutch 8 corresponding to the engine torque is lower than that in FIG. 10 (A), and the torque of the output shaft 12 during gear shifting is shown in FIG. 10 (A).
Can be different.

As described above, the output shaft torque during gear shifting can be shaped by cooperatively controlling the engine torque during gear shifting. Since the output shaft torque determines the vehicle acceleration, which is the riding comfort of the vehicle, the output shaft torque can be changed to satisfy the required riding comfort by changing the output shaft torque.

Next, the operation of the phase 3 of the shift control by the automatic shift control device according to this embodiment will be described with reference to FIGS. FIG. 11 is a flowchart of a shift control by an automatic shift control device according to an embodiment of the present invention.
3 is a flow chart showing the operation of Step 3. FIG. 12 is a flowchart showing a detailed operation of a main part of the phase 3 of the shift control by the automatic shift control device according to the embodiment of the present invention.
It is FIG. 13 is a flowchart showing a detailed operation of another main part of the phase 3 of the shift control by the automatic shift control device according to the embodiment of the present invention. FIG. 14 is a time chart showing the operation of the phase 3 of the shift control by the automatic shift control device according to the embodiment of the present invention.

FIG. 14 shows the first friction clutch in the case where the transmission of torque by the second friction clutch 8 is switched to the transmission of torque by the dog clutches 18 and 19 in the shift control using the second friction clutch 8. 5 shows the transmission torque command of No. 5. FIG. 14C shows the positions (shift positions) of the dog clutches 18 and 19, (K) shows the engine torque, and (L) shows the transmission torque feedforward command value of the first friction clutch 5. , (M) shows the transfer torque feedback command value of the first friction clutch 5, and (G) shows the transfer torque command value of the first friction clutch 5 (addition of the feedforward command and the feedback command). Value), (H) indicates the difference between the engine speed and the input shaft speed, and (N) indicates the input shaft 11 and the output shaft 1.
2 shows the rotation speed ratio, and (F) shows the transmission torque command of the second friction clutch 8. Time t3 ', ..., On the horizontal axis
t7 indicates the same timing as t3 ′, ..., T7 on the horizontal axis of FIG. 3, respectively.

In FIG. 14H, the solid line indicates the difference between the engine speed and the input shaft speed, and the dotted line indicates the target value of the engine speed and the input shaft speed difference. The target rotation speed difference is zero from time tt1 to tt2, and
This is an example in which a certain rotation speed difference is provided from t2 to tt3 and the setting is changed to zero from time tt3 to time tt5.

In the shift control phase 3, the input shaft rotation speed is synchronized with the rotation speed corresponding to the gear position after the gear shift, the meshing clutches 18 and 19 after the gear shift are engaged, and the second friction clutch 8 is engaged. Release and end the shift control.

In FIG. 14, the control phase 2 is being controlled until time tt1.
8 and 19 are in a so-called neutral state in which none of the gears meshes with each other. Further, the first friction clutch 5 at this time is in the completely engaged state by the command value that can realize a sufficient transmission torque that can transmit the engine torque. Here, the completely engaged state means a state in which the transmission torque of the first friction clutch 5 is set to a value equal to or higher than the engine torque and the torque from the engine 1 can be transmitted without slipping of the clutch.

At time tt1, the ratio of the number of revolutions of the input shaft 11 to the number of revolutions of the output shaft 12 approaches the gear ratio of the next shift stage, and the difference becomes a predetermined value or is determined from the number of revolutions of the output shaft. When the difference between the target input shaft rotation speed and the actual input shaft rotation speed of the gear at the next shift stage reaches a predetermined value, the shift control phase 3 is entered.

As shown in FIG. 11, the shift control phase 2
When is completed, the shift control phase 3 is started in step S-51.

In step S-52, the first clutch command calculation means 103 controls the transmission torque of the first friction clutch 5. The transmission torque control of the first friction clutch 5 is shown in detail in FIG.

When the control of the first friction clutch 5 is started, the starting / shifting command generation means 102 first estimates the engine torque (Te) in step S-61 of FIG. That is, the magnitude of the input torque acting on the input side of the first friction clutch 5 is estimated.

Next, in step S-62, the input torque transmission control means 200 calculates the transmission torque feedforward command for the first friction clutch 5 based on the estimated engine torque magnitude. Feed forward
The command command is obtained as shown in the following equation (20). Tsc_FF = Gain × Te (20) Here, Gain is the gain, Te is the engine torque (input torque) estimated value, and Tsc_FF is the first friction clutch 5 transmission torque feedforward command. Formula (2
As shown in 0), there is a method of using a value obtained by multiplying the engine torque by a gain as the transmission torque command as the feedforward command. In this case, it is preferable to set the gain to 1. However, since there is an estimation error of the engine torque and the like, the value corresponding to the original engine torque is adjusted by adjusting the control gain so that the transmission torque of the first friction clutch 5 is adjusted. Can be a command.

FIG. 14L shows a feedforward command value for the first friction clutch 5. Before time tt1, the transmission torque command equal to or higher than the engine torque is completely engaged, and from time tt1, the transmission torque command based on the engine torque is calculated, and the transmission torque command decreases as shown in FIG. To do.

First, at time tt1, the transmission torque command of the first friction clutch 5 is determined and controlled by the feedforward command based on the engine torque. At this time, in the example of FIG. 14, there is a difference in the engine speed and the input shaft speed due to the feedforward command. Here, since the target rotational speed difference is set to zero, the transfer torque fade-back command of the first friction clutch 5 is based on the rotational speed difference between the engine rotational speed and the input shaft rotational speed, as shown in FIG. The transmission torque command of the first friction clutch 5 is controlled by the sum of the feedforward command and the feedback command. As a result, the rotational speed difference between the engine rotational speed and the input shaft rotational speed is eliminated, and the first friction clutch 5 does not slip.
The transmission torque of is controlled. During this period, the input shaft speed is controlled by the second friction clutch 8 to the input shaft speed corresponding to the next gear.

Next, in step S-63, the clutch slip amount control means 300 calculates the rotational speed difference between the engine rotational speed and the input shaft rotational speed, as in equation (21). NeNi = Ne−Ni (21) Here, Ne is the engine speed, Ni is the input shaft speed, and NeNi is the speed difference.

Then, in step S-64, the clutch slip amount control means 300 calculates a transfer torque feedback command for the first friction clutch 5 from the calculated difference in rotation speed and the set target rotation speed difference. As the transmission torque feedback command calculation, as shown in the following formulas (22) and (23), calculation is performed by so-called PI control in which the control gain is applied to the proportional value and integral value of the deviation from the target rotational speed difference. There is a way. dNeNi = NeNi − NeNi_ref (22) Tsc_FB = P_Gain × dNeNi + I_Gain × ∫ (dNeNi) dt (23) where Tsc_FB is the first friction clutch transmission torque feed.
Is the feedback command value, Ne is the engine speed, and Ni is
Is the input shaft rotation speed, NeNi is the rotation speed difference, and NeNi_r
ef is the target rotational speed difference, dNeNi is the deviation of the rotational speed difference, P_Gain is the proportional control gain, and I_Gain is the integral control gain.

Finally, in step S-65, the first
The transmission torque feedforward command and the feedback command of the friction clutch 5 are added to calculate the final transmission torque command of the first friction clutch 5, and based on this command, the first clutch drive device 25 Controls the first friction clutch 5.

As described above, the first based on the engine torque
The transmission torque command of the friction clutch 5 controls the transmission torque of the first friction clutch 5 to be the same as the engine torque in a feedforward manner. And
A control error with respect to the feedforward command due to a characteristic change of the first friction clutch 5 or an error in the estimated engine torque is first calculated from the difference between the engine speed and the input shaft speed.
The transmission torque command of the friction clutch 5 is corrected by feedback. Thus, by calculating and controlling the transmission torque command of the first friction clutch 5 based on the difference between the engine speed and the input shaft speed, the first friction clutch 5 is less likely to be affected by the characteristic change of the first friction clutch 5. The effect is that the transmission torque control can be realized. Furthermore, since the slip state of the first friction clutch 5 can be controlled, there is an effect that the first friction clutch is not suddenly engaged.

Next, returning to FIG. 11, in step S-53, the second clutch command calculation means 105 controls the transmission torque of the second friction clutch 8. As described above with reference to FIG. 9, the transmission torque control of the second friction clutch 8 is performed by the feedforward command according to the engine torque, the input shaft rotation speed (engine rotation speed), and the shift speed after shifting. This is performed by the feedback command based on the deviation from the corresponding rotation speed, and the input shaft rotation speed control and the output shaft torque are realized.

Then, in step S-54,
The shift command generating means 102 includes the dog clutches 18, 19
It is determined whether or not the fastening control is started. Dog clutch 18,1
The determination of the engagement control start of 9 can be made by determining whether the input shaft rotation speed is equal to the rotation speed corresponding to the next gear. In addition, it can be determined whether or not the difference between the rotation speed corresponding to the next shift speed and the actual input shaft rotation speed (engine rotation speed) is less than or equal to a predetermined value. When it is not determined that the engagement control of the dog clutches 18 and 19 is started, the control returns to the first friction clutch 5 transmission torque control and the second friction clutch transmission torque control,
Transmission torque control of each clutch is performed.

When it is determined that the engagement control of the dog clutches 18 and 19 is started, the dog clutch command calculation means 104 engages the dog clutches 18 and 19 for the gears after the shift in step S-55. The control of the first friction clutch 5 and the second friction clutch 8 is also executed until the dog clutches 18 and 19 are engaged.

At time tt2, when it is determined that the rotation speed of the input shaft 11 is controlled to the rotation speed corresponding to the next shift stage, a command is generated to engage the dog clutches 18, 19. As shown in FIG. 14C, the shift position moves to the next shift speed (2nd speed). At this time, the transmission torque command of the first friction clutch 5 is the feedforward of the first friction clutch 5 as shown in FIG. 14 (L) according to the engine torque as shown in FIG. 14 (K). Command is calculated. At this time, the target value of the rotation speed difference between the engine rotation speed and the input shaft rotation speed is, as shown in FIG.
It is set so as to have a certain target rotational speed difference from t2. Then, the transfer torque feedback command of the first friction clutch 5 is based on the deviation between the actual engine speed and the input shaft speed and the target speed difference, as shown in FIG. 14 (G).
It is calculated as shown in. As a result, as shown in FIG. 14 (H), the difference between the engine speed and the input shaft speed follows the target speed difference. in this way,
The first friction clutch 5 transmits the engine torque while realizing the target rotational speed difference. Here, when the rotational speed difference is constant, the engine torque and the transmission torque of the first friction clutch 5 are in a state of being just balanced. In this state, the rotation speed of the input shaft 11 is not restricted by the engine 1. Therefore, the meshing clutch 18 is in a state in which the rotation speed of the input shaft 11 is not completely synchronized with the rotation speed corresponding to the next shift stage. , 19 can be engaged without engaging in shaft vibration, and the dog clutches 18, 19 can be engaged.

Next, in step S-56,
The shift command generating means 102 includes the dog clutches 18, 19
Determines whether or not the fastening is completed. If the fastening is not completed, the process returns to step S-52.

When the engagement of the dog clutches 18 and 19 is completed, the second clutch command calculating means 105 releases the second friction clutch 8 in step S-57, and further, the first clutch is released in step S-58. The command calculation means 103 controls the engagement of the first friction clutch 5.
This completes the shift control phase 3 in step S-59 (S-59). Here, using FIG.
Details of the engagement control of the first friction clutch 5 will be described.

When the engagement control of the first friction clutch 5 is started, in step S-71 of FIG. 13, the first clutch command calculation means 103 first determines the engine torque (T
E) is estimated. That is, the magnitude of the input torque acting on the input side of the first friction clutch 5 is estimated.

Then, in step S-72, the input torque transmission control means 200 calculates the transmission torque feedforward command for the first friction clutch 5 based on the estimated engine torque magnitude. The feedforward command is obtained based on the following equation (24). Tsc_FF = Gain × Te (24) Here, Gain is the gain, Te is the engine torque (input torque) estimated value, and Tsc_FF is the first friction clutch transmission torque feedforward command.

There is a method in which the value obtained by multiplying the engine torque by the gain is used as the transmission torque command. in this case,
Although it is preferable to set the gain to 1, since there is an estimation error of the engine torque and the like, a value corresponding to the original engine torque is set as the transfer torque command of the first friction clutch 5 by adjusting the control gain. be able to.

Next, in step S-73, the clutch slip amount control means 300 calculates the rotational speed difference between the engine rotational speed and the input shaft rotational speed by the following equation (25). NeNi = Ne−Ni (25) Here, Ne is the engine speed, Ni is the input shaft speed, and NeNi is the speed difference.

Then, in step S-74, the clutch slip amount control means 300 determines the transmission torque of the first friction clutch 5 based on the calculated difference in rotation speed and the difference in target rotation speed.
Calculate the feedback command. The transmission torque feedback command is calculated by so-called PI control in which the control gain is applied to the proportional value and integral value of the deviation from the target rotational speed difference, as shown in the following expressions (26) and (27). There is a way. dNeNi = NeNi − NeNi_ref (26) Tsc_FB = P_Gain × dNeNi + I_Gain × ∫ (dNeNi) dt (27) where Tsc_FB is the first friction clutch transmission torque feed.
Is the feedback command value, Ne is the engine speed, and Ni is
Is the input shaft rotation speed, NeNi is the rotation speed difference, and NeNi_r
ef is the target rotational speed difference, dNeNi is the deviation of the rotational speed difference, P_Gain is the proportional control gain, and I_Gain is the integral control gain.

Finally, in step S-75, as shown in FIG.
Of the first friction clutch 5
Of the transmission torque feedforward command and the feedback command are added to calculate the final transmission torque command of the first friction clutch 5, and the first clutch driving device 25 makes the first clutch drive device 25 based on the command. The friction clutch 5 is controlled.

Here, the target rotational speed difference is gradually approached to zero from a predetermined value. As a result, the engine speed and the input shaft speed are controlled so that the speed difference gradually becomes zero. By appropriately setting the degree of approaching the target rotational speed difference to zero, the first friction clutch 5 can be rapidly changed.
The engine rotation speed and the input shaft rotation speed can be gently synchronized without engaging with each other.

As shown in FIG. 14, when the dog clutches 18 and 19 are engaged and the shift position becomes the second speed at time tt3, the engine speed and the input shaft speed shown in FIG. The target value of the number difference is reduced. At this time,
The transmission torque command of the first friction clutch 5 is shown in FIG.
A feedforward command based on the engine torque as shown in (L), and a feedforward command based on the deviation between the engine speed and the input shaft speed as shown in FIG. The transmission torque of the first friction clutch 5 is controlled so that the target rotation speed difference is calculated by a feedback command. Then, as shown in FIG. 14 (H), the target value of the difference between the engine speed and the input shaft speed is gradually set to zero, so that the actual engine speed and the input shaft speed are set. The rotational speed difference is controlled so as to follow the target rotational speed difference. At this time, when the dog clutches 18 and 19 are engaged at time tt3, the transmission torque command of the second friction clutch 8 is gradually released to zero as shown in FIG. 14 (F). .

In FIG. 14, the engine torque is reduced when the dog clutches 18 and 19 are engaged at time tt3. This is performed in order to reduce the torque step generated by the difference in gear ratio when the torque transmission by the second friction clutch 8 is switched to the torque transmission by the dog clutches 18, 19.

Then, in step S-76,
The shift command generating means 102 determines the difference in engine speed and the input shaft speed. Here, if the rotational speed difference is not zero or a sufficiently small value, the process returns to step S-71, and the first friction is determined based on the engine torque and the rotational speed difference between the engine rotational speed and the input shaft rotational speed. The clutch 5 transmission torque control is performed. As described above, the target value of the difference between the engine speed and the input shaft speed is gradually set to zero, so the difference between the engine speed and the input shaft speed gradually becomes zero. Approaching.

If it is determined that the difference between the engine speed and the input shaft speed has become zero or a sufficiently small value, in step S-77, the first friction clutch 5
Determines that the first friction clutch 5 is in the engaged state, and controls the transmission torque of the first friction clutch 5 so that the first friction clutch 5 is completely engaged. Here, a method for controlling the first friction clutch 5 to be in the completely engaged state is realized by setting the transmission torque command value of the first friction clutch 5 to a value sufficiently larger than the torque of the engine 1. it can.

As shown in FIG. 14, at time tt5, when the difference between the engine speed and the input shaft speed becomes zero or less than a predetermined value, it is determined that the engine speed and the input shaft speed are synchronized. , The transmission torque command of the first friction clutch 5 is increased to completely engage the first friction clutch 5. This completes the shift control.

As described above, the transmission torque command of the first friction clutch 5 corresponding to the engine torque, the rotation speed of the engine rotation speed and the rotation speed of the input shaft rotation are generated by the transmission torque command of the first friction clutch 5 based on the engine torque. The target value of the number difference is set so as to gradually approach zero, and the first friction clutch 5 transmission torque according to the deviation between the target value of the number of revolutions and the difference between the actual engine speed and the input shaft speed. By controlling the transmission torque command of the first friction clutch 5 by the command, the characteristic change of the clutch is not affected,
Since it is possible to control so that the first friction clutch 5 is not suddenly engaged, it is possible to suppress shaft vibration during engagement.

Next, referring to FIG. 15, the second phase 3 of the shift control by the control device for automatic shift according to the present embodiment will be described.
The operation of the example will be described. FIG. 15 is a time chart showing the operation of the second example of the phase 3 of the shift control by the automatic shift control device according to the embodiment of the present invention.

FIG. 15 shows the first friction clutch in the case where the transmission of torque by the second friction clutch 8 is switched to the transmission of torque by the dog clutches 18 and 19 in the shift control using the second friction clutch 8. The 2nd example of the transmission torque command of 5 is shown. FIG. 15C shows the positions (shift positions) of the dog clutches 18 and 19, (K) shows the engine torque, and (L) shows the transmission torque feedforward command value of the first friction clutch 5. , (M) are transmission torque fields of the first friction clutch 5.
Shows the feedback command value, and (G) shows the first friction clutch 5
Transmission torque command value (feed forward command and feed
(Addition value of the feedback command), (H) indicates the difference in engine speed and input shaft speed, and (N) indicates input shaft 1
1 and the rotational speed ratio of the output shaft 12, and (F) shows the transmission torque command of the second friction clutch 8. Times t3 ′, ..., T7 on the horizontal axis are t on the horizontal axis in FIG. 14, respectively.
The same timing as 3 ', ..., T7 is shown.

In the example shown in FIG. 15, the clutch slip amount control means 300, as shown in FIG.
The target value of the rotational speed difference between the engine rotational speed and the input shaft rotational speed at time tt2 is set to a predetermined rotational speed difference instead of zero. That is, in FIG. 15, when the shift control phase 2 is shifted to the shift control phase 3, the target rotational speed difference is set to a predetermined value instead of zero.
In this case, the first friction clutch 5 is in the state of transmitting the engine torque in the slipping state in the section from the time tt1 to the time tt2. By setting the target rotational speed difference in this section to be sufficiently small, it is in a state where it hardly slips, but it is not in a completely engaged state, and the transmission torque of the first friction clutch 5 becomes the same as the engine torque. It is possible to realize the state of being.

Next, referring to FIG. 16, a third phase 3 of the shift control by the automatic shift control device according to the present embodiment will be described.
The operation of the example will be described. FIG. 16 is a time chart showing the operation of the third example of the shift control phase 3 by the automatic shift control device according to the embodiment of the present invention.

FIG. 16 shows the first friction clutch in the case where the transmission of the torque by the second friction clutch 8 is switched to the transmission of the torque by the meshing clutches 18 and 19 in the shift control using the second friction clutch 8. The 3rd example of the transmission torque command of 5 is shown. 16C shows the positions (shift positions) of the dog clutches 18 and 19, (K) shows the engine torque, and (L) shows the transmission torque feedforward command value of the first friction clutch 5. , (M) are transmission torque fields of the first friction clutch 5.
Shows the feedback command value, and (G) shows the first friction clutch 5
Transmission torque command value (feed forward command and feed
(Addition value of the feedback command), (H) indicates the difference in engine speed and input shaft speed, and (N) indicates input shaft 1
1 and the rotational speed ratio of the output shaft 12, and (F) shows the transmission torque command of the second friction clutch 8. Times t3 ′, ..., T7 on the horizontal axis are t on the horizontal axis in FIG. 14, respectively.
The same timing as 3 ', ..., T7 is shown.

In the example shown in FIG. 16, as shown in FIG. 16 (H), the clutch slip amount control means 300 is operated at time tt1.
The target value of the rotational speed difference between the engine rotational speed and the input shaft rotational speed at time tt3 is the same. in this case,
In the section from time tt1 to time tt3, the first friction clutch 5 is in the state of transmitting the engine torque in the same slipping state. Although the target rotational speed difference in the section is set to be sufficiently small so that it hardly slips, the complete engagement state does not occur and the first friction clutch 5
Transmission torque can be made the same as the engine torque.

Next, with reference to FIG. 17, the operation of starting control by the automatic shift control system according to this embodiment will be described. FIG. 17 is a time chart showing the start control operation by the automatic shift control device according to the embodiment of the present invention.

In FIG. 17, the input torque transmission control means 200, the clutch slip amount control means 300, and the target rotational speed difference setting means 400 according to this embodiment are applied during start control. 17 (P) shows the amount of depression of the accelerator pedal, (K) shows the engine torque, (L) shows the transmission torque feedforward command value of the first friction clutch 5, and (M) shows the first. Transmission torque of friction clutch 5
Shows the feedback command value, and (G) shows the first friction clutch 5
Transmission torque command value (feed forward command and feed
(Q) indicates the engine speed and the input shaft speed, (H) indicates the difference between the engine speed and the input shaft speed, and (N) indicates the input shaft 11. And the rotation speed ratio of the output shaft 12 are shown.

FIG. 17 shows an example in which the accelerator pedal 29 is depressed by a certain amount to start. FIG. 17
As shown in (P), the accelerator pedal 2 is activated at time tt1.
9 is depressed to a predetermined value. As shown in FIG. 17 (K), engine torque is generated according to the depression amount (opening amount) of the accelerator pedal 29. The start control is started from the state where the accelerator pedal 29 is depressed, but until the start control is started, the transmission torque command of the first friction clutch 5 is the torque as shown in FIG. Is not transmitted (released state). When the accelerator pedal 29 is depressed and the start control is started, the first
The transmission torque command of the friction clutch 5 is held at a transmission torque command smaller than the engine torque until the engine torque rises, as shown in FIG.

Next, the transmission torque feedforward command of the first friction clutch 5 is given in FIG.
As shown in (L), the input torque transmission control means 200 calculates a transmission torque command according to the engine torque.
Further, from time tt2, as shown in FIG. 17 (H), a target value of the rotational speed difference between the engine rotational speed and the input shaft rotational speed is set. The deviation of the rotational speed difference between the target rotational speed difference, the engine rotational speed, and the input shaft rotational speed is calculated, and as shown in FIG. 17M, the transmission of the first friction clutch 5 according to the deviation of the rotational speed difference. Calculate the torque feedback command. The transmission torque feedforward command of the first friction clutch 5 calculated from the engine torque and the transmission torque feedback command value of the first friction clutch 5 calculated from the rotational speed difference are added, and the result is shown in FIG. As shown, the final transmission torque command of the first friction clutch 5 is used.

When the engine speed becomes equal to or higher than a predetermined speed and the speed difference between the engine speed and the input shaft speed reaches the target speed difference (time tt3), as shown in FIG. 17 (H), The target speed difference between the engine speed and the input shaft speed is reduced. Here, since the engine rotation speed may be lowered by the transmission torque control of the first friction clutch 5, it is preferable that the engine rotation speed is also controlled by the engine torque control. At time tt3, when the engine speed becomes equal to or higher than a predetermined speed and becomes equal to or higher than the target speed difference, the target speed difference is reduced, and the decreasing target speed difference, the actual engine speed, and the input shaft speed are rotated. A transmission torque feedback command for the first friction clutch 5 is calculated based on the deviation of the number difference. On the other hand, the transmission torque feedforward command of the first friction clutch 5 is calculated according to the engine torque. As a result, the engine rotation speed and the input shaft rotation speed are rotated by the feedback command of the first friction clutch 5 based on the deviation of the rotation speed difference and the feedforward command of the first friction clutch 5 based on the engine torque. The speed difference is controlled so as to follow the target speed difference.

At time tt4, the target rotational speed difference is set to zero, and the rotational speed difference between the engine rotational speed and the input shaft rotational speed is also
As shown in FIG. 17 (H), it becomes almost zero. When it is determined that the actual rotational speed difference is zero (time tt5), it is determined that the first friction clutch 5 is in the engaged state, and the transmission torque of the first friction clutch 5 is set so that the first friction clutch 5 is completely engaged. The deforward command value is increased to the transmission torque command value for complete engagement as shown in FIG. 17 (M).

When the transmission torque of the first friction clutch 5 becomes sufficient to transmit the engine torque (time tt).
6) The start control is completed and the vehicle is in a normal running state.

Next, with reference to FIG. 18, another example of the start control operation by the automatic shift control device according to the present embodiment will be described. FIG. 18 is a time chart showing another example of the start control operation by the automatic shift control device according to the embodiment of the present invention.

In FIG. 18, the input torque transmission control means 200, the clutch slip amount control means 300, and the target rotational speed difference setting means 400 according to this embodiment are applied during start control. 18 (P) shows the amount of depression of the accelerator pedal, (K) shows the engine torque, (L) shows the transmission torque feedforward command value of the first friction clutch 5, and (M) shows the first. Transmission torque of friction clutch 5
Shows the feedback command value, and (G) shows the first friction clutch 5
Transmission torque command value (feed forward command and feed
(Q) indicates the engine speed and the input shaft speed, (H) indicates the difference between the engine speed and the input shaft speed, and (N) indicates the input shaft 11. And the rotation speed ratio of the output shaft 12 are shown.

FIG. 18 shows an example in which the accelerator pedal 29 is depressed by a certain amount to start. FIG.
As shown in (P), the accelerator pedal 2 is activated at time tt1.
9 is depressed by a predetermined value. Depending on the amount of depression (opening) of the accelerator pedal 29, engine torque is generated as shown at time 18 (K). Start control is accelerator pedal 2
Although it is started from the state where 9 is depressed, until the start control is started, the transmission torque command of the first friction clutch 5 is in a state where torque is not transmitted (released as shown in FIG. 18G). State). And the accelerator pedal 29
When the vehicle is stepped on and the start control is started, the transmission torque command of the first friction clutch 5 is held at a transmission torque command smaller than the engine torque until the engine torque rises, as shown in FIG. 18 (G). Let

Next, the transmission torque feedforward command of the first friction clutch 5 is given in FIG.
As shown in (L), the input torque transmission control means 200 calculates a transmission torque command according to the engine torque.
Further, from time tt2, as shown in FIG. 18 (H), a target value of the rotational speed difference between the engine rotational speed and the input shaft rotational speed is set. The deviation of the difference between the target rotational speed difference and the rotational speed difference between the engine rotational speed and the input shaft rotational speed is calculated, and as shown in FIG. 18 (M), the first friction clutch 5 corresponding to the deviation of the rotational speed difference is calculated. Calculate the transmission torque feedback command. The first calculated from the deviation between the transmission torque feedforward command of the first friction clutch 5 calculated from the engine torque and the rotational speed difference
18G, the transfer torque feedback command value of the friction clutch 5 is added to obtain the final transfer torque command of the first friction clutch 5 as shown in FIG.

On the other hand, regarding the control of the engine torque,
As shown in FIG. 18 (Q), a target engine speed is set. The target engine speed can also be set as a target value of the engine speed at the point where the engine speed and the input shaft speed are synchronized. The engine torque control is performed so that the engine speed becomes the target engine speed. In this way, the engine torque is controlled so as to satisfy the engine speed. Then, the transmission torque of the first friction clutch 5 is controlled so that the difference between the engine speed and the input shaft speed becomes the set target speed difference.

Next, when the engine rotational speed achieves the target rotational speed by the transmission torque control of the first friction clutch 5 and the rotational speed difference between the engine rotational speed and the input shaft rotational speed becomes the target rotational speed difference ( At time tt3), as shown in FIG. 18 (H), the target rotational speed difference between the engine rotational speed and the input shaft rotational speed is reduced. Here, although the engine rotational speed is affected by the transmission torque control of the first friction clutch 5, the target rotational speed of the engine is set and the engine rotational speed is controlled by the engine torque control, so the engine rotational speed is reduced. You can prevent it from doing. The target rotational speed difference is reduced from time tt3, and the transmission torque feedback command of the first friction clutch 5 is issued based on the decreasing target rotational speed difference and the deviation between the actual engine rotational speed and the rotational speed difference between the input shaft rotational speeds. Calculate Further, the transmission torque feedforward command of the first friction clutch 5 is calculated according to the engine torque. As a result, the engine rotation speed and the input shaft rotation speed are rotated by the feedback command of the first friction clutch 5 based on the deviation of the rotation speed difference and the feedforward command of the first friction clutch 5 based on the engine torque. The difference is
It is controlled so as to follow the target rotational speed difference. In addition, the deviation between the target engine speed and the actual engine speed is calculated by
It is controlled so that the target engine speed is achieved by controlling the engine torque by driving back.

At time tt4, as shown in FIG. 18 (H), the target rotational speed difference is set to zero, and when the rotational speed difference between the engine rotational speed and the input shaft rotational speed becomes substantially zero, the engine torque becomes The engine torque control is switched according to the accelerator pedal 29 instead of the target engine speed.

When it is determined that the difference between the engine speed and the input shaft speed is zero (time tt5), the first
It is determined that the friction clutch 5 is in the engaged state, and the transmission torque feedforward command value of the first friction clutch 5 is increased to the transmission torque command value for complete engagement so that the friction clutch 5 is completely engaged. When the transmission torque of the first friction clutch 5 becomes a state in which the engine torque can be sufficiently transmitted (time tt6), the start control is completed and the normal traveling state is set.

As described above, as the control of the first friction clutch 5 during the start control, the input torque transmission control means 200 calculates the transmission torque feedforward command of the first friction clutch 5 according to the engine torque. Then
The target rotational speed difference setting means 400 sets a target rotational speed difference between the engine rotational speed and the input shaft rotational speed, and the clutch slip amount control means 300 sets the target rotational speed difference between the engine rotational speed and the input shaft rotational speed. By calculating the transfer torque feedback command of the first friction clutch 5 based on the deviation of the rotational speed difference, it is possible to smoothly set the synchronization between the engine rotational speed and the input shaft rotational speed. It is possible to suppress shock and shaft vibration when the friction clutch 5 is engaged. Further, by freely setting the target rotational speed difference, the rotations can be quickly synchronized or smoothly synchronized, and the synchronization of the first friction clutch 5 can be freely set. .

The above example shows an example in which the second friction clutch 8 is applied to the transmission torque control of the first friction clutch 5 during gear shift control and start control, but in the present embodiment, The control of the transmission torque of the first friction clutch 5 is performed by controlling the feedforward command according to the engine torque which is the input torque to the first friction clutch 5, the rotation speed of the engine rotation speed and the input shaft rotation speed. Since the transmission torque command is calculated from the feedback command corresponding to the difference between the difference and the target rotational speed difference, the engagement state and the slip state can be freely controlled. In particular, by freely setting the target rotational speed difference, the slip state of the first friction clutch 5 can be freely controlled, and rapid engagement or smooth engagement can be freely performed when engaging the first friction clutch 5. Can be set to.

Such control is performed by the second friction clutch 8
The present invention can be applied to a case where the transmission torque of the first friction clutch 5 is controlled in addition to the shift control and the start control using the. For example, release the first friction clutch 5,
It is necessary to control the transmission torque of the first friction clutch 5 even during a gear shift in which the dog clutches 18 and 19 are switched. In particular, when the first friction clutch 5 is disengaged and the next gear is selected by switching the dog clutches 18 and 19, the first friction clutch 5 is engaged to complete the gear shift control. Unless the transmission torque of the friction clutch 5 is controlled so as not to be rapidly engaged and the first friction clutch 5 is not engaged smoothly, a shock or shaft vibration at the time of engagement occurs. Also in this case, in the control of the first friction clutch 5, the first friction clutch 5 is controlled according to the engine torque.
Of the first friction clutch 5 according to the deviation between the rotation speed difference of the engine and the input shaft rotation speed and the target rotation speed difference, which calculates the transmission torque command of the friction clutch 5. By controlling the transmission torque of the first friction clutch 5 by the clutch slip amount control means 300 that calculates the torque command, there is an effect that a smooth engagement of the first friction clutch 5 can be realized.

The transmission shown in FIG. 1 is composed of the input shaft 11, the counter shaft 22, and the output shaft 12, but the structure of the transmission composed of the input shaft 11 and the output shaft 12 is similar. The idea can be applied.

As described above, according to this embodiment, when the torque transmission by the second friction clutch is switched to the torque transmission by the dog clutch during the shift control, the first torque corresponding to the torque generated by the prime mover is used. From the transmission torque command of the first friction clutch based on the difference between the transmission torque command of the friction clutch, the rotation speed difference target value of the rotation speed difference of the engine rotation speed and the input shaft rotation speed, and the actual rotation speed difference
By controlling the transmission torque of the first friction clutch, it is possible to control the transmission torque amount of the first friction clutch according to the engine torque regardless of the change of the transmission torque characteristic of the first friction clutch. Even when a torque synchronous with the rotation speed is generated when the clutch is engaged, it is possible to suppress the shaft vibration by putting the first friction clutch in the slipping state.

Further, according to this embodiment, when the first friction clutch is engaged during the start control to realize the start,
The slip amount of the first friction clutch is freely set by the target rotation speed difference setting means, and the transmission torque command of the first friction clutch according to the torque generated by the prime mover, the engine rotation speed, and the rotation speed of the input shaft rotation speed. Of the smooth first friction clutch by controlling the transmission torque of the first friction clutch from the transmission torque command of the first friction clutch based on the deviation between the target rotational speed difference and the actual rotational speed difference. Fastening can be achieved and smooth start control can be achieved.

[0191]

According to the present invention, when the torque transmission path from the torque transmission by the second friction transmission means to the torque transmission by the dog clutch is switched at the time of gear shifting, there is a rotation speed synchronization error of the input shaft. Even in such a case, the shaft vibration generated when switching from the second friction transmission means to the dog clutch can be suppressed, and a smooth gear shift can be realized.

[Brief description of drawings]

FIG. 1 is a system configuration diagram showing an overall configuration of a control device for an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a block diagram showing a configuration of a transmission control unit 100 used in an automatic transmission control device according to an embodiment of the present invention.

FIG. 3 is a time chart showing the overall operation at the time of shifting by the automatic shift control device according to the embodiment of the present invention.
It is

FIG. 4 is a time chart showing another example of the overall operation during a shift by the automatic shift control device according to the embodiment of the present invention.

5 is a block diagram showing a configuration of an input torque transmission control means 200, a clutch slip amount control means 300, and a target rotational speed difference setting means 400, which are essential parts of an automatic shift control device according to an embodiment of the present invention. FIG. .

FIG. 6 is a flowchart showing the overall operation of shift control by the automatic shift control device according to the embodiment of the present invention.

FIG. 7 is a flowchart showing the operation of phase 1 of shift control by the automatic shift control device according to the embodiment of the present invention.
It is

FIG. 8 is a time chart showing the operation of phase 1 of shift control by the automatic shift control device according to the embodiment of the present invention.
It is

FIG. 9 is a flowchart showing the operation of the phase 2 of the shift control by the automatic shift control device according to the embodiment of the present invention.
It is

FIG. 10 is a time chart showing the operation of the phase 2 of the shift control by the automatic shift control device according to the embodiment of the present invention.

FIG. 11 is a flowchart showing the operation of the phase 3 of the shift control by the automatic shift control device according to the embodiment of the present invention.

FIG. 12 is a flowchart showing a detailed operation of a main part of the phase 3 of the shift control by the automatic shift control device according to the embodiment of the present invention.

FIG. 13 is a flowchart showing a detailed operation of another main part of the shift control phase 3 by the automatic shift control device according to the embodiment of the present invention.

FIG. 14 is a time chart showing the operation of the phase 3 of shift control by the automatic shift control device according to the embodiment of the present invention.

FIG. 15 is a time chart showing an operation of a second example of the shift control phase 3 by the automatic shift control device according to the embodiment of the present invention.

FIG. 16 is a time chart showing the operation of a third example of the shift control phase 3 by the automatic shift control device according to the embodiment of the present invention.

FIG. 17 is a time chart showing a start control operation by the automatic shift control device according to the embodiment of the present invention.

FIG. 18 is a time chart showing another example of the start control operation by the automatic shift control device according to the embodiment of the present invention.

[Explanation of symbols]

1 ... engine 2 ... Engine speed sensor 3 ... Electronically controlled throttle (throttle) 4 ... Engine shaft 5 ... first friction clutch 6 ... the first drive gear 7 ... Second drive gear 8 ... Third drive gear 9 ... Assist drive gear 10 ... Input shaft speed sensor 11 ... Input shaft 12 ... Output shaft 13 ... 1st driven gear 14 ... 1st driven gear 15 ... First driven gear 16 ... Assist driven gear 17 ... Output shaft speed sensor 18, 19 ... mesh clutch 20 ... Drive gear 21 ... Counter gear 22 ... Counter axis 23 ... Shift lever 24 ... dog clutch drive device 25 ... First clutch drive device 26 ... Second clutch drive device 27 ... Engine control unit 28 ... Brake pedal 29 ... accelerator pedal 100 ... Transmission control unit 101 ... Vehicle speed calculation means 102 ... Starting / shifting command generating means 103 ... First clutch command calculation means 104 ... dog clutch command calculation means 105 ... Second clutch command computing means 106 ... Motor torque command calculation means 107 ... Input torque estimating means 200 ... Input torque transmission control means 300 ... Clutch slip amount control means 400 ... Rotational speed difference setting means

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Mitsuo Kayano             7-1-1, Omika-cho, Hitachi-shi, Ibaraki Prefecture             Inside the Hitachi Research Laboratory, Hitachi Ltd. (72) Inventor Tatsuya Ochi             7-1-1, Omika-cho, Hitachi-shi, Ibaraki Prefecture             Inside the Hitachi Research Laboratory, Hitachi Ltd. (72) Inventor Hiroshi Sakamoto             7-1-1, Omika-cho, Hitachi-shi, Ibaraki Prefecture             Inside the Hitachi Research Laboratory, Hitachi Ltd. F term (reference) 3D041 AA53 AA59 AC06 AC15 AD02                       AD04 AD10 AD31 AE23 AE32                       AF01                 3J057 AA01 AA03 BB03 GA47 GB02                       GB05 GB06 GB12 GB13 GB14                       GB27 GB30 HH01 JJ04

Claims (6)

[Claims] 1. A first mechanism for transmitting power from a prime mover to a transmission.
In a control device for an automatic transmission for controlling the friction transmission means, the clutch slip amount control for changing the transmission torque of the first friction clutch based on the rotational speed difference between the rotational speed of the prime mover and the input shaft rotational speed of the transmission. A control device for an automatic transmission, comprising: 2. A control device for an automatic transmission according to claim 1, wherein an input torque for changing a transmission torque command value of the first friction transmission means based on a torque input to the first friction transmission means. An automatic transmission control device comprising: a transmission control means, wherein the clutch slip amount control means further changes the transmission torque command value changed by the input torque transmission control means. 3. A motive power from a prime mover is transmitted to an input shaft via a first friction transmission means, and a plurality of gear trains are provided between the input shaft and the output shaft, and at least one of the gear trains is provided. A gear type transmission having a second friction transmission means and a meshing clutch provided on the other gear train, and a control device for an automatic transmission for controlling the first friction transmission means, wherein: A control device for an automatic transmission, comprising: a clutch slip amount control means for changing a transmission torque of the first friction transmission means based on a rotational speed difference from an input shaft rotational speed of the transmission. 4. A first mechanism for transmitting power from a prime mover to a transmission.
In the method of controlling the automatic transmission for controlling the friction transmission means, the transmission torque of the first friction transmission means is changed based on a rotational speed difference between the rotational speed of the prime mover and the input shaft rotational speed of the transmission. And control method of automatic transmission. 5. Power from a prime mover is transmitted to an input shaft via a first friction transmission means, and a plurality of gear trains are provided between the input shaft and the output shaft, and at least one of the gear trains is provided. A gear type transmission having a second friction transmission means and a mesh clutch provided on the other gear train, and a method of controlling an automatic transmission for controlling the first friction transmission means, wherein: A control method for an automatic transmission, characterized in that the transmission torque of the first friction transmission means is changed based on the difference in the number of revolutions of the input shaft of the transmission. 6. A control device for an automatic transmission according to claim 5, wherein at least the power transmission path from the input shaft to the output shaft is switched from the second friction transmission means to the dog clutch. When the difference between the number of revolutions of the prime mover and the number of revolutions of the input shaft of the transmission is small, the transmission torque of the first friction transmission means is reduced, and the number of revolutions of the prime mover and the number of revolutions of the input shaft of the transmission are reduced. When the difference is large, the transmission torque of the first friction transmission means is increased to control the automatic transmission.