JP2003314678A - Control method and control device for automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control method for an automobile capable of preventing lowering in a gear shifting feeling even when there are unit difference variations and secular deterioration of a clutch or a driving force source. <P>SOLUTION: A load is applied in a direction moving an engagement transmitting means to a release position, and at least a part of torque of the driving force source is transmitted by a transmitting torque variable means. When at least a part of transmitting torque of a gear wheel line is released, the engagement transmitting means is moved to the release position to release a gear. At the time of releasing gear, the load can be set about each input torque, and can be switched according to a shift position. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art A vehicle having a manual transmission has better fuel consumption than a vehicle equipped with a transmission using a torque converter. However, it is difficult to operate the clutch and the accelerator when starting the vehicle. If the coordinated operation of the clutch and the accelerator at the time of starting is not successful, a large shock occurs when the clutch is engaged, or if the clutch pressure is insufficient, the engine speed rapidly increases, which is a so-called blow-up phenomenon. Further, a so-called engine stall may occur in which the engine is stopped when the clutch is suddenly engaged while the engine speed is not sufficient or when the vehicle starts on a slope.

In order to solve these problems, a system in which a clutch and a gear change are automated by using a mechanism of a manual transmission,
An automatic MT (Automated Manual Transmission) has been developed.

However, in conventional automatic MT (automatic manual transmission) control at the time of shifting, the drive torque may be interrupted due to the clutch opening / closing operation, which may give an occupant an uncomfortable feeling.

Therefore, in order to avoid torque interruption during gear shifting, a conventional automatic MT (automated manual transmission) is provided with an assist clutch which is a transmission torque varying means, and the assist clutch is controlled during gear shifting. Japanese Patent No. 2703169 discloses an automobile equipped with an automatic transmission that performs rotation speed synchronization and torque transmission for gear shifting. When shifting, as shown in FIG. 23, the torque of the assist clutch is variably controlled without releasing the main clutch (starting clutch) provided between the engine and the input shaft, and the power from the engine is output to the output shaft. The transmission is intended to suppress the interruption of torque during the shift and improve the shift performance.

In such an automobile, when gear shifting is started, the gear train transmitting torque by the meshing transmission means is released, so that at least a part of the input torque to the transmission is transmitted by the assist clutch. Communicate,
At least a part of the transmission torque of the gear train is released, and the mesh transmission means is moved to the release position and released, thereby performing gear release. In order to perform gear release without shock, most of the input torque must be transmitted by the assist clutch, and the mesh transmission means must be moved to the release position at the timing when the transmission torque of the gear train is sufficiently released. There is. Therefore, after detecting that a predetermined time has elapsed after starting the assist clutch torque, control is performed to release the gear by applying a load in a direction to move the meshing transmission means to the disengagement position. .

[0007]

In order to release the gear without a shock, most of the input torque is transmitted by the assist clutch, and the mesh transmission is performed at the timing when the transmission torque of the gear train is sufficiently released. It is necessary to move the means to the release position. However, the rise of the assist clutch torque may fluctuate due to variations in machine differences, deterioration over time, etc. When the gear is disengaged at a timing deviated from the optimum timing, a torque step may occur and the shift feeling may be impaired.

Therefore, the transmission torque of the assist clutch is estimated or detected, and based on the estimated or detected assist clutch transmission torque, the optimum timing of disengagement at which the transmission torque of the gear train is sufficiently released is detected and detected. Japanese Patent Application No. 2000-371479 discloses an automatic transmission that applies a load to disengage a gear so as to move an engagement transmission means to a disengagement position in accordance with optimum timing.

However, a new sensor is provided to detect the assist clutch transmission torque and to detect the optimum timing at which the transmission torque of the gear train is sufficiently released, which causes an increase in cost.

Further, when calculating the optimum timing when the transmission torque of the gear train is sufficiently released by estimating the assist clutch transmission torque, an error is added to the estimated assist clutch transmission torque due to variations in machine differences and deterioration with time. Accompany. Therefore, the calculated optimum timing and the actual optimum timing may deviate from each other, the gear may not be released at the optimum timing, a torque step may occur, and the driving feeling may be impaired.

Therefore, before the transmission torque of the gear train is released, a load is applied in the direction of moving the meshing transmission means to the release position, and at least a part of the transmission torque of the gear train is released. If the meshing transmission means is moved to the disengagement position, the gear can be disengaged near the optimum timing when the transmission torque of the gear train is sufficiently released.

However, the actual assist torque rises with variations. Therefore, for example, when the assist torque rises rapidly as shown in FIG. 1 (C) with a certain input torque (FIG. 1 (A)) and the target assist torque is overshooted, the target assist torque is approached. When the assist torque is near the target assist torque, the meshing clutch position is shown in FIG.
The movement is started from the gear meshing position of (D) (see FIG.
(T) of (D) so that the gear release position is reached (Fig. 1).
It is better to set the load (T12 of (D)) (FIG. 1 (B)), but input torque smaller than that of FIG. 1 (A) (FIG. 1 (A)).
(E)), as shown in FIG. 1 (G), when the assist torque fluctuates so as to gradually rise, FIG. 1 (B)
When the same load setting as in (1 (F)) is performed, the meshing clutch position starts to move from the gear meshing position in FIG. 1 (H) (T13 in FIG. 1 (H)), and the gear release position is reached. When it reaches (T14 in FIG. 1 (H)), the assist torque has not reached the vicinity of the target assist torque, so a shock is generated.

On the contrary, at a certain input torque (FIG. 2 (A)),
When the assist torque gradually rises as shown in FIG. 2C, when the assist torque is near the target assist torque, the meshing clutch position starts to move from the gear meshing position in FIG. 2D. Then (T2 in Fig. 2 (D)
1) to reach the gear disengagement position (T2 in Fig. 2D)
2), it is better to set the load (FIG. 2 (B)),
With a larger input torque (Fig. 2 (E)) than Fig. 2 (A),
As shown in FIG. 2 (G), when the assist torque rises quickly, overshoots the target assist torque, and then varies to reach the target assist torque, the same load setting as in FIG. 2 (B) is performed. And (Fig. 2
(F)), when the dog clutch starts moving from the gear meshing position in FIG. 2 (H) (T23 in FIG. 2 (H)) and reaches the gear release position (T24 in FIG. 2 (H)). ), Since the assist torque has passed near the target assist torque,
Cause shock.

An object of the present invention is to provide a control method for releasing a gear without a shock even when the driving force source and the transmission torque varying means have variations in machine difference and deterioration over time and variations in the assist torque rising speed. To provide.

[0015]

According to the present invention, a load is applied in a direction to move the meshing transmission means to a release position, and at least a part of the torque of the driving force source is transmitted by the transmission torque varying means. At the time of releasing the gear, in which the mesh transmission means is moved to the release position and released when at least a part of the transmission torque of the gear train is released, the load is set for each input torque and input. When the torque is small, the load is set to be small, and when the input torque is large, the load is set to be large to prevent a shock when the gear is released.

Further, by increasing the load at the timing when the meshing transmission means starts to move to the disengagement position, a shock when the gear is disengaged is prevented.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to FIG.
~ It demonstrates in detail using FIG.

First, referring to FIG. 3, a first configuration example of the vehicle control device according to the present invention will be described.

FIG. 3 is a skeleton diagram of a first system configuration example showing an embodiment of a vehicle control device according to the present invention.

Engine 1, which is a driving force source, an engine speed sensor (not shown) for measuring the number of revolutions of the engine 1, an electronically controlled throttle (not shown) for adjusting engine torque, and a fuel amount corresponding to the intake air amount is injected. A fuel injection device (not shown) for
By controlling the intake air amount, the fuel amount, the ignition timing, etc. by the engine control unit 101, the torque of the engine 1 can be controlled with high accuracy. The fuel injection device has an intake port injection method in which fuel is injected into an intake port or an in-cylinder injection method in which fuel is directly injected into a cylinder. However, the operating range (engine torque, engine speed) Area to be determined)
It is advantageous to use an engine that can reduce fuel consumption and have good exhaust performance. As a driving force source,
Not only a gasoline engine, but a diesel engine, a natural gas engine, or an electric motor may be used.

An input shaft clutch input disk 2 is connected to the engine 1, and the torque of the engine 1 is changed by engaging and releasing the input shaft clutch input disk 2 and the input shaft clutch output disk 3. Machine input shaft 10
It is possible to transmit and shut off. A dry single plate system is generally used for the input shaft clutch, but it is also possible to use all friction transmission means such as a wet multi-plate clutch and an electromagnetic clutch. The input shaft 10 includes a first drive gear 4, a second drive gear 5, a third drive gear 6, a fourth drive gear 7, a fifth drive gear 8, a reverse drive gear (not shown), and a seventh drive gear. 201 is provided. An actuator 22 driven by hydraulic pressure is used to control the pressing force (input shaft clutch torque) between the input shaft clutch input disk 2 and the input shaft clutch output disk 3, and this pressing force (input shaft clutch torque) is used. The output of the engine 1 can be transmitted to and cut off from the input shaft 10 by adjusting (1).

The first drive gear 4 and the second drive gear
The drive gear 5, the third drive gear 6, the fourth drive gear 7, the fifth drive gear 8, and the reverse drive gear are fixed to the transmission input shaft 10.
The seventh drive gear 201 corresponds to the transmission input shaft 10
It is rotatably installed. Further, a sensor 29 for detecting the rotation speed of the transmission input shaft 10 is provided as the input shaft rotation speed detecting means.

On the other hand, on the transmission output shaft 18, the first driven gear 12, the second driven gear 13, the third driven gear 14, the fourth driven gear 15, the fifth driven gear 16,
A reverse driven gear (not shown) is rotatably provided, and the seventh driven gear 202 serves as the transmission output shaft 1
It is fixed at 8. The first driven gear 12 is meshed with the first drive gear 4, the second driven gear 13 is meshed with the second drive gear 5, and the third driven gear 14 is the third driven gear 14. The third driven gear 15 meshes with the third driven gear 6, the fourth driven gear 15 meshes with the fourth driven gear 7, and the fifth driven gear 16 meshes with the fifth driven gear 8. The reverse driven gear (not shown) meshes with the reverse drive gear via a reverse gear (not shown), and the seventh driven gear 202 meshes with the seventh drive gear 201.

Between the first driven gear 12 and the second driven gear 13, the first driven gear 12 is engaged with the transmission output shaft 18, or the second driven gear 13 is connected to the transmission output shaft 18. There is provided a first meshing clutch 19 which is meshing transmission means to be engaged. Therefore,
The rotational torque transmitted from the first drive gear 4 or the second drive gear 5 to the first driven gear 12 or the second driven gear 13 is transmitted to the first mesh clutch 19 and passes through the first mesh clutch 19. Transmission output shaft 18
Will be transmitted to.

Between the third driven gear 14 and the fourth driven gear 15, the third driven gear 14 is engaged with the transmission output shaft 18, or the fourth driven gear 15 is attached to the transmission output shaft 18. The second engagement transmission means to be engaged
A dog clutch 20 is provided. Therefore, the third drive gear 6 or the fourth drive gear 7 to the third drive gear 7
The rotational torque transmitted to the driven gear 14 or the fourth driven gear 15 is transmitted to the second mesh clutch 20 and the transmission output shaft 18 is transmitted through the second mesh clutch 20.
Will be transmitted to.

The fifth driven gear 16 is located between the fifth driven gear 16 and the reverse driven gear (not shown).
Is engaged with the transmission output shaft 18, and a reverse driven gear is engaged with the transmission output shaft 18, and a third meshing clutch 21, which is meshing transmission means, is provided. Therefore, the rotational torque transmitted from the fifth drive gear 8 or the reverse drive gear to the fifth driven gear 16 or the reverse driven gear is transmitted to the third mesh clutch 21 and the gear shift is performed via the third mesh clutch 21. Machine output shaft 18
Will be transmitted to. It is desirable to add a synchronizer mechanism to the mesh clutch so that the rotational speed is smoothly adjusted by frictional force.

As described above, in order to transmit the rotational torque of the transmission input shaft 10 to the first dog clutch 19, the second dog clutch 20, or the third dog clutch 21, the first dog clutch is used. 19 or the second dog clutch 20 or the third dog clutch 21 is moved in the axial direction of the transmission output shaft 18 to move the first driven gear 12, the second driven gear 13, and the third driven gear 13. Driven gear 14, 4th driven gear 15, 5th driven gear 1
6 or one of the reverse driven gears, and the first driven gear 12, the second driven gear 13, the third driven gear 14, the fourth driven gear 15,
To engage either the fifth driven gear 16 or one of the reverse driven gears and the transmission output shaft 18, the first dog clutch 19, the second dog clutch 20, or the third dog clutch 21 is engaged. In order to move any one of the first dog clutch 19, the second dog clutch 20, and the third dog clutch 21, the shift first actuator 2
3, the shift second actuator 24, the select first actuator 25, and the select second actuator 26 operate the shift / select mechanism 27. Any one of the first dog clutch 19, the second dog clutch 20, and the third dog clutch 21 is used as a first driven gear 12, a second driven gear 13, a third driven gear 14, and a fourth driven gear. Gear 15,
By engaging with either the fifth driven gear 16 or the reverse driven gear, the rotational torque of the transmission input shaft 10 is changed to the first mesh clutch 19, the second mesh clutch 20, or the third mesh clutch. It can be transmitted to the transmission output shaft 18 via any one of the two clutches 21. Further, a sensor 30 for detecting the rotation speed of the transmission output shaft 18 is provided as the output shaft rotation speed detecting means. The shift first actuator 23, the shift second actuator 24, the select first actuator 25, and the select second actuator 26 may be configured by using electromagnetic valves, or may be configured by electric motors or the like. Further, the shift / select mechanism 27 may be configured by a shifter rail, a shifter fork, or the like, or may be a drum type. Further, the shift / select mechanism 27 is provided with a position holding mechanism (not shown) for holding the gear position in order to prevent the gear from slipping off during traveling. The shift first actuator 23, the shift second actuator 24, the select first actuator 2
5, operation of the select second actuator 26, the first dog clutch 19, the second dog clutch 20, the third
The operational relationship of the dog clutch 21 will be described later with reference to FIG.

Assist clutches 203 and 204, which are one type of transmission torque varying means, are provided, the seventh drive gear 201 and the assist clutch input disk 203 are connected, and the transmission input shaft 10 and the assist clutch output are connected. The disc 204 is connected to the assist clutch input disc 203 and the assist clutch output disc 2.
By engaging 04, the torque of the seventh driven gear 202 can be transmitted to the transmission output shaft 18.

The assist clutch input disk 203
An actuator 205 driven by hydraulic pressure is used to control the pressing force (assist clutch torque) between the assist clutch output disc 204 and the assist clutch output disk 204. By adjusting the pressing force (assist clutch torque), the engine 1 The output of can be transmitted and cut off.

The transmission torque varying means may be constituted by using friction transmission means, or may be constituted by a motor generator or the like. Here, the friction transmission means is a means for generating a friction force by the pressing force of the friction surface to transmit the torque, and a typical example thereof is a friction clutch.
Friction clutches include dry single-plate clutches, dry multi-plate clutches, wet multi-plate clutches, electromagnetic clutches, and the like. In the present embodiment, the assist clutches 203 and 204 are wet multi-plate clutches, which are friction transmission means, but all other transmission torque varying means can be used.

As described above, from the first drive gear 4, the second drive gear 5, the third drive gear 6, the fourth drive gear 7, the fifth drive gear 8, the reverse drive gear, and the seventh drive gear 201, the first driven gear is driven. The transmission transmitted to the transmission output shaft 18 via the gear 12, the second driven gear 13, the third driven gear 14, the fourth driven gear 15, the fifth driven gear 16, the reverse driven gear, and the seventh driven gear 202. The rotating torque of the input shaft 10 is transmitted to an axle (not shown) via a differential gear (not shown) connected to the transmission output shaft 18.

An input shaft clutch actuator 22 for generating a pressing force (input shaft clutch torque) between the input shaft clutch input disc 2 and the input shaft clutch output disc 3, the assist clutch input disc 203 and the assist clutch output disc 204. The assist clutch actuator 205 that generates the pressing force (assist clutch torque) between the hydraulic control unit 102 and
By controlling the current of a solenoid valve (not shown) provided in each actuator, the stroke amount of a hydraulic cylinder (not shown) provided in each actuator is adjusted to control the hydraulic pressure of each actuator. The transmission torque of each clutch is controlled.

Further, by the hydraulic control unit 102,
By controlling the currents of solenoid valves (not shown) provided in the select first actuator 25 and the select second actuator 26, the stroke amounts of hydraulic cylinders (not shown) provided in the respective actuators are adjusted. By controlling the hydraulic pressure of the actuator, the first dog clutch 19, the second
Either the dog clutch 20 or the third dog clutch 21 is selected to be moved.

Further, by the hydraulic control unit 102,
The first shift actuator 23 and the second shift actuator 24 adjust the stroke amount of a hydraulic cylinder (not shown) provided in each actuator by controlling the current of a solenoid valve (not shown) provided in each actuator. By controlling the hydraulic pressure of each actuator by
The load for operating the dog clutch 19, the second dog clutch 20, and the third dog clutch 21 can be controlled.

In this embodiment, a hydraulic actuator is used for the shift first actuator 23, the shift second actuator 24, and the select first actuator 25 and the select second actuator 26, which are actuators for driving the shift / select mechanism 27. Although used, it may be configured by an electric actuator such as an electric motor. Also, instead of the shift first actuator 23 and the shift second actuator 24, one actuator, a select first actuator 25, a select second actuator
The actuator 26 may be replaced by a single actuator. In addition, the first dog clutch 19,
The mechanism for operating the second dog clutch 20 and the third dog clutch 21 is constituted by a shifter rail, a shifter fork, or the like, or a drum type or the like for moving the dog clutches 19, 20, 21. It is also possible to use the above means.

In this embodiment, the input shaft clutch actuator 22 and the assist clutch actuator 205 are hydraulic actuators, but they may be electric actuators such as an electric motor.

Further, the engine 1 controls the torque of the engine 1 with high accuracy by operating the intake air amount, the fuel amount, the ignition timing, etc. by the engine control unit 101.

The hydraulic control unit 102 and the engine control unit 101 are controlled by the power train control unit 100. The power train control unit 100, the engine control unit 101, and the hydraulic pressure control unit 102 mutually transmit and receive information by the communication means 103.

In this embodiment, since the hydraulic actuator is used, the hydraulic control unit 102 for controlling the hydraulic actuator is used. However, in the case of an electric actuator such as an electric motor, the electric motor control is used instead of the hydraulic control unit 102. Become a unit.

Next, with reference to FIG. 4, a second configuration example of the vehicle control device according to the present invention will be described.

FIG. 4 is a skeleton diagram of a second system configuration example showing an embodiment of a vehicle control device according to the present invention. The same reference numerals as those in FIG. 3 indicate the same parts.

This structural example is different from the structural example shown in FIG. 3 in that the structural example shown in FIG. 3 is composed of the transmission input shaft 10 and the transmission output shaft 18. On the other hand, the present configuration example is configured by three axes including the counter shaft 208. That is, the power of the engine 1 is transmitted from the input drive gear 206 to the input driven gear 207, and the counter shaft 208 transmits the first drive gear 4, the second drive gear 5, the third drive gear 6, the fourth drive gear 7, and the fourth drive gear 7. 5 drive gear 8, reverse drive gear (not shown),
The seventh drive gear 201, the first driven gear 12, the second driven gear 13, the third driven gear 14, the fourth driven gear 15, the fifth driven gear 16, the reverse driven gear (not shown), and the seventh driven gear 202. Is transmitted to the transmission output shaft 18 via. In addition, the seventh drive gear 201 and the seventh driven gear 2 that are connected to the assist clutch
02 may be configured as a predetermined gear.

As described above, according to the present invention, the gear type transmission having a plurality of gear trains and the plurality of torque transmitting means between the input shaft and the output shaft of the transmission are provided, and at least the torque transmitting means is provided. The present invention can be applied to various transmissions, one of which uses transmission torque varying means.

Next, the torque transmission path will be described.
24 is a skeleton diagram showing an automatic transmission with five forward gears, showing a transmission path of torque generated in the engine 1. FIG. For example, if the first speed state is the first connection (2401), the torque generated in the engine 1 is transmitted through the transmission path Path.
1 is transmitted to the output shaft.

Similarly, the second speed state is changed to the second connection (2402).
Then, the torque generated in the engine 1 is transmitted through the transmission path.
It is transmitted to the output shaft as in Path2.

When the transmission path is switched, the assist clutches 203 and 204 are controlled (engaged).
As a result, the transmission path Path3 can be formed.

The transmission path Path1 corresponds to the portion of the first speed steady traveling of FIG. 23, the transmission path Path2 corresponds to the portion of the second speed steady traveling, and the transmission path Path3 corresponds to the portion of the speed change.

In FIG. 5, the shift first actuator 23,
By controlling the shift / select mechanism 27, that is, the shift position and the select position by the shift second actuator 24, the select first actuator 25, and the select second actuator 26, the first mesh clutch 19 and the second mesh clutch 20, a third meshing clutch 21, a first driven gear 12, a second driven gear 13, a third driven gear 14, a fourth driven gear 15,
The meshing relationship between the fifth driven gear 16 and the reverse driven gear is shown.

The select first actuator 25 is pressurized and the select second actuator 26 is released to set the select position to the position SL1 and the first dog clutch 19 is operated.
To move the shift first actuator 2
3, the shift second actuator 24 releases the pressure, the shift load is controlled to control the shift position, and the shift position is set to the position of SF1, so that the shift position and the select position move to the position of point P1. The first dog clutch 1
9 and the first driven gear 12 mesh with each other to form the first speed stage.

The select first actuator 25 is pressurized and the select second actuator 26 is released to set the select position to the position SL1 and the first dog clutch 19 is operated.
To move the shift first actuator 2
3 is released, the shift second actuator 24 pressurizes, the shift load is controlled to control the shift position, and the shift position is set to the position of SF3, whereby the shift position and the select position move to the position of point P2. The first dog clutch 1
9 and the second driven gear 13 mesh with each other to form the second speed stage.

Both the select first actuator 25 and the select second actuator 26 are pressurized, and the second mesh clutch 20 is selected to be moved with the select position being the position SL2, and the shift first actuator 23 is pressurized. The shift second actuator 24 depressurizes, controls the shift load to control the shift position, and sets the shift position to the position of SF1, whereby the shift position and the select position move to the position of point P3, and the second meshing is performed. The third clutch 20 and the third driven gear 14 mesh with each other to form the third speed stage.

Both the select first actuator 25 and the select second actuator 26 are pressurized to move the second dog clutch 20 with the select position SL2, and the shift first actuator 23 releases the pressure. The shift second actuator 24 pressurizes, controls the shift load to control the shift position, and sets the shift position to the position of SF3, whereby the shift position and the select position move to the position of point P4, and the second meshing is performed. The first clutch 20 and the fourth driven gear 15 mesh with each other to form the fourth speed stage.

The select first actuator 25 releases the pressure, and the select second actuator 26 pressurizes so that the select position is the position SL3 and the second dog clutch 20 is operated.
To move the shift first actuator 2
3 is pressurized, the shift second actuator 24 is depressurized, the shift load is controlled to control the shift position, and the shift position is set to the position of SF1, so that the shift position and the select position move to the position of point P5. Then, the third dog clutch 2
The first and fifth driven gears 16 mesh with each other to form the fifth speed stage.

The select first actuator 25 releases the pressure, and the select second actuator 26 pressurizes so that the select position is the position SL3 and the third dog clutch 21 is moved.
To move the shift first actuator 2
3, the shift second actuator 24 pressurizes, the shift load is controlled to control the shift position, and the shift position is set to the position of SF3, whereby the shift position and the select position move to the position of the point PR. Then, the third dog clutch 2
1 and the reverse drive gear mesh with each other to set the reverse gear.

When both the shift first actuator 23 and the shift second actuator 24 are pressurized and the shift load is controlled to control the shift position, and the shift position is set to the position of SF2, the gear meshing is released and the neutral position is obtained. Becomes

FIG. 6 shows the power train control unit 10
0, the input / output signal relationship by the communication means 103 between 0, the engine control unit 101, and the hydraulic control unit 102 is shown. The power train control unit 100 is configured as a control unit including an input unit 100i, an output unit 100o, and a computer 100c. Similarly,
The engine control unit 101 is also configured as a control unit including an input unit 101i, an output unit 101o, and a computer 101c.
Also, the input unit 102i, the output unit 102o, the computer 1
It is configured as a control unit including 02c. The engine torque command value tTe is transmitted from the power train control unit 100 to the engine control unit 101 using the communication means 103, and the engine control unit 101 realizes tTe, so that the intake air amount, fuel amount, It controls ignition timing and the like (not shown). Further, the engine control unit 101 is provided with an engine torque detecting means (not shown) which is an input torque to the transmission, and the engine control unit 101 generates the engine speed Ne of the engine 1 and the engine torque generated by the engine 1. Te is detected and transmitted to the power train control unit 100 using the communication means 103. A torque sensor may be used as the engine torque detecting means, or an estimating means based on engine parameters such as the injection pulse width of the injector, the pressure in the intake pipe, and the engine speed may be used.

Input shaft clutch target torque TT from the power train control unit 100 to the hydraulic control unit 102
qSTA, target shift load Fsft, target select position tpSEL, assist clutch target torque TTq are transmitted, and the hydraulic control unit controls the input shaft clutch actuator 22 to realize the input shaft clutch target torque TTqSTA, and the input shaft clutch actuator 22. The input disc 2 and the input shaft clutch output disc 3 are engaged and released.
Further, the target shift load Fsft, the target select position tp
First shift actuator 2 for realizing SEL
3, the shift second actuator 24, the select first actuator 25, the select second actuator 26 is controlled, and the shift / select mechanism 27 is operated to control the shift position and the select position. The second mesh clutch 20 and the third mesh clutch 21 are engaged and released. Further, the assist clutch actuator 205 is controlled so as to realize the assist clutch target torque TTq, and the assist clutch input disk 203 and the assist clutch output disk 204 are engaged and released.

Further, by the hydraulic control unit 102,
Position signal rpST indicating engagement / disengagement of input shaft clutch
A, shift position signal rpSFT, select position signal rp
SEL is detected and transmitted to the power train control unit 100.

Further, the power train control unit 100
Input shaft rotation speed Ni and output shaft rotation speed No are input from the input shaft rotation sensor 29 and the output shaft rotation sensor 30, respectively, and the shift lever positions such as P range, R range, N range, and D range are set. Range position signal RngP shown
os, the accelerator pedal depression amount Aps, and the ON / OFF signal Brk from the brake switch for detecting whether or not the brake pedal is depressed.

For example, the power train control unit 100 determines that the driver intends to start and accelerate when the driver depresses the accelerator pedal with the shift range set to the D range or the like, and the driver brakes. When the driver depresses the pedal, it is determined that the driver intends to decelerate and stop, and the engine torque command value tTe, the input shaft clutch target torque TTqSTA, the target shift load Fsft, and the target select are selected so as to realize the driver's intention. Set position tpSEL. Also, the vehicle speed V calculated from the output shaft speed No.
The engine torque command value tTe, the input shaft clutch target torque TTqSTA, the target shift load Fsft, and the target select position tpSEL are set so as to set the shift speed from sp and the accelerator pedal depression amount Aps and execute the shift operation to the set shift speed. The assist clutch target torque TTq is set. Here, when the target shift load Fsft> 0, the hydraulic control unit 102 controls the shift first actuator 23 and the shift second actuator 24 in the direction in which the shift position of FIG. 5 moves to the SF1 side, and Fsft <0. When the hydraulic control unit 102 is set to
Direction shift first actuator 23, which moves to the F3 side,
The shift second actuator 24 is controlled.

Next, the control contents of the shift control by the vehicle control system according to the present embodiment will be described with reference to FIGS.

First, the overall control contents of the shift control by the vehicle control apparatus according to the present embodiment will be described with reference to FIG.

FIG. 7 is a flow chart showing the control contents of the shift control by the vehicle control device according to the embodiment of the present invention.

The contents of the shift control shown below are programmed in the computer 100c of the power train control unit 100 and repeatedly executed in a predetermined cycle. That is, the following steps 501 to 509
The process of is executed by the power train control unit 100.

In step 501, the parameters are read, and in step 502, the gear position is set from the vehicle speed Vsp and the accelerator pedal depression amount Aps, and when the gear shifting operation is started, the gear is released.
In the (release control phase), release control is executed.
Details of the release control are shown in FIG. 9 described later.

In step 504, it is determined whether the release control is completed. If the release control is completed, the process proceeds to step 505, and if it is not completed, step 503 is executed again.
Here, the determination at step 504 is that the shift position rpSF
It is determined whether T is a position where it can be determined to be the release position, that is, whether it is within a predetermined range near the shift position SF2 in FIG. The thresholds for determining the release position are SF1OF
If F and SF3OFF, then SF1OFF ≧ rpSFT
≧ SF3OFF. Here, SF1OFF, SF3
It is desirable that the OFF state is as wide as possible in the position where the dog clutch is not in the meshed state.

Step 505 (rotation synchronization control phase)
Then, the assist clutch torque is controlled so that the input rotation speed is synchronized with the rotation speed corresponding to the next shift stage (target rotation speed). In step 506, it is determined whether the rotation synchronization control is completed. The condition for completing the rotation synchronization control is that the rotation speed (target rotation speed) of the next shift stage and the input rotation speed become small (| input rotation speed Ni−output rotation speed No × target shift speed gear ratio γn | Is small) and the select position is at the target position. Judgment of select position is
For example, in the case of 2 → 3 shift, select position r in FIG.
It is determined by whether or not pSEL is within a predetermined range near SL2. It is desirable to provide a time delay for the determination of both the rotation difference condition and the select position condition. When the synchronous control is completed, the gears are engaged, so that the process proceeds to step 507 (the engaging control phase) to execute the engaging control. If the synchronization control is not completed yet, the process proceeds to step 505 again to continue the synchronization control. In step 508, it is determined whether the fastening control is completed. Here, the completion condition of the engagement control is when the shift position is at the target position. For example, in the case of 2 → 3 shift, the shift position is determined by whether or not the shift position rpSFT in FIG. 5 is within a predetermined range near SF1. When the engagement control is completed, the routine proceeds to step 509 (shift completion phase), where the assist clutch target torque TTq is reached.
Is set to 0, and then the shift control is terminated. When the fastening control is not completed, the process proceeds to step 507 again to continue the fastening control.

Next, the content of the timer showing the elapsed time of the control content of the shift control by the vehicle control apparatus according to the present embodiment will be described with reference to FIG.

FIG. 8 is a flow chart showing the contents of the timer showing the elapsed time of the control contents of the shift control by the vehicle controller according to the embodiment of the present invention.

The contents of the timer shown below are programmed in the computer 100c of the power train control unit 100 and repeatedly executed in a predetermined cycle. That is, the processing of the following steps 601-608 is executed by the power train control unit 100.

In step 601, it is determined whether or not gear change is in progress. If control is in progress, control proceeds to step 602. If gear change is not in progress, control proceeds to step 608. Release control phase timer Tm_op and rotation synchronization control phase timer Tm_n.
s, and the engagement control phase timer Tm_cn is reset.

In step 602, it is determined whether or not it is in the release control phase. In the case of the release control phase, the routine proceeds to step 605, where the release control phase timer Tm_op is counted up. If it is not in the release control phase, the process proceeds to step 603.

In step 603, it is determined whether or not it is the rotation synchronization control phase. If it is in the rotation synchronization control phase, the process proceeds to step 606, and the rotation synchronization control phase timer Tm_ns is counted up. If it is not in the rotation synchronization control phase, the process proceeds to step 604.

In step 604, it is determined whether or not it is in the engagement control phase. In the case of the engagement control phase, the process proceeds to step 607, and the engagement control phase timer Tm_cn
To count up. If it is not in the fastening control phase, no processing is performed.

Next, with reference to FIG. 9 to FIG. 13, step 503 of the shift control by the vehicle controller according to the present embodiment.
The control contents of (release control phase) will be described.

FIG. 9 shows a control flowchart of step 503 (release control phase) of FIG. The release control phase is step 701 (shift control processing).
And step 702 (assist clutch control processing). Details of step 701 (shift control processing) are shown in FIG. 10, and details of step 702 (assist clutch control processing) are shown in FIG.

FIG. 10 shows a control flow of step 701 (shift control processing) in FIG.

In step 801, the parameters are read,
In step 802, it is determined whether or not the release control phase has just started. When the release control phase timer Tm_op = 0, step 803 is executed to release the maximum release time Tm_o.
Set p_mx and proceed to step 804. The maximum release time Tm_op_mx is a function of the input torque Tq_in. When the release control phase timer Tm_op ≠ 0,
Go to step 804.

At step 804, time judgment is performed. Release control phase timer Tm_op <release maximum time Tm_
In the case of op_mx, the process proceeds to step 805. Release control phase timer Tm_op ≧ release maximum time Tm_op_
In the case of mx, step 806 (shift load control processing 3)
To execute. Target shift load F in step 806
sft is a function of the shift position rpSFT.

At step 805, shift position determination is performed. If the shift position rpSFT <target shift load switching shift position SFT_op, the process proceeds to step 807. Shift position rpSFT ≧ target shift load switching shift position S
If FT_op, go to step 808. In step 808, shift speed determination is performed. Shift speed VSP
If _sft ≧ shift load switching speed VSP_op, the process proceeds to step 810. In step 810, (shift load control processing 2) is executed.

Target shift load F in step 810
sft is a function of the input torque Tq_in.

If the shift speed VSP_sft <shift load switching speed VSP_op, the process proceeds to step 807.

At step 807, shift load control 1 is executed, and the routine proceeds to step 809. The target shift load Fsft1 in step 807 is the input torque Tq_in.
Is a function of.

At step 809, the shift load gain K
Set Fsft and proceed to step 811. The shift load gain KFsft is the release control phase timer Tm_o.
Let p be a function.

At step 810, the target shift load Fs
Set ft. The target shift load Fsft is calculated by multiplying the target shift load KFsft1 and the shift load gain KFsft.

11A and 11B show a functional structure for calculating the maximum release time Tm_op_mx and the target shift load Fsft1 shown in FIG.

The calculation function f1 of the maximum disengagement time Tm_op_mx is configured to calculate the input torque Tq_in as an input, as shown in (A). Furthermore, it is desirable to set a different setting for each gear stage to be released. Further, the target shift load Fs of step 807 (shift load control processing 1)
The calculation function g1 of ft1 is configured to calculate with the input torque Tq_in as an input, as shown in (B).

It is desirable that the set value of the function g1 in FIG. 11B be equal to or greater than the load at which the shift moves when no input torque is applied. Furthermore, it is desirable to set a different setting for each gear stage to be released.

FIGS. 12A and 12B show the functional structure for calculating the target shift load Fsft in FIG. Target shift load Fs in step 808 (shift load control process 2)
As shown in (A), the ft calculation function g2 is configured to calculate with the input torque Tq_in as an input. 12
The set value of the function g2 in (A) is the same as the input torque Tq_in.
It is desirable to make it larger than the set value of the function g1 of.

Step 806 (shift load control processing 3)
The calculation function g3 of the target shift position Fsft of is configured to calculate the shift position rpSFT as an input, as shown in (B).

FIG. 13 shows the shift load gain KFs shown in FIG.
The functional structure which calculates ft is shown. The shift load gain KFsft calculation function g4 in step 809 is configured to calculate using the release control phase timer Tm_op as an input. Furthermore, it is desirable to set a different setting for each gear stage to be released.

FIG. 14 shows a control flow of step 702 (assist clutch control processing) of FIG.

The parameters are read in step 1201, and the target release torque TTq_ is read in step 1202.
Set off. The target release torque TTq_off is
It is calculated by multiplying the input torque Tq_in by the gain Kg.
The input torque Tq_in is a torque input to the transmission and is calculated based on the engine torque Te. Gain Kg
Is preferably set for each shift speed to be released. Next, at step 1203, the target torque gain Ktrq is set. The target torque gain Ktrq is a function of the release control phase timer Tm_op. In step 1204,
Target release torque TTq_off to target torque gain Kt
The assist clutch target torque TTq is calculated by multiplying by rq. Set the target torque gain Ktrq to 0
The assist clutch torque TTq is gradually increased from 0 by gradually increasing from 0 to.

FIG. 15 shows the target torque gain Kt of FIG.
The functional structure which calculates rq is shown. Target torque gain Kt
rq is configured to be calculated by using the release control phase timer Tm_op as an input. Furthermore, it is desirable to set a different setting for each gear stage to be released. Furthermore, it is desirable to separately set each input torque Tq_in.

The function h1 for calculating the target torque gain Ktrq in FIG. 15 and the shift load gain KFsft in FIG.
By setting the function g4 for calculating the following, the assist clutch torque TTq and the rising slope of the shift load Fsft,
The configuration is such that the rising timing can be set freely.

Preferably, the rising timing of the function g4 of FIG. 13 is set earlier than that of the function h1 of FIG. 15, and the rising slope of the function g4 of FIG. 13 and the rising slope of the function h1 of FIG. 15 are set to be equal. To do.

Alternatively, preferably, the rising timing of the function g4 of FIG. 13 is set earlier than that of the function h1 of FIG. 15, and the rising slope of the function g1 of FIG. 13 is higher than the rising slope of the function h1 of FIG. Set larger.

Alternatively, or preferably, the function h1 in FIG.
13 and the rising timings of the function g4 in FIG. 13 are the same, and the rising slope of the function g4 in FIG. 13 is set to be larger than the rising slope of the function h1 in FIG.

Alternatively, preferably, the rising timing of the function g4 of FIG. 13 is delayed more than that of the function h1 of FIG. 15, and the rising slope of the function g4 of FIG. 13 is more than that of the function h1 of FIG. Set it large enough.

As resistance against movement of the dog clutch, frictional resistance of the dog clutch and the shift mechanism, holding force of a position holding mechanism for holding the gear position to prevent gear disengagement during traveling, gear train (dog clutch) There is resistance due to the torque transmitted by. According to the present invention, before the torque transmitted by the dog clutch is released, a load is applied in the direction of moving the dog clutch to the disengagement position, the torque of the engine 1 is transmitted by the assist clutch, and the gear train ( When the resistance due to the torque transmitted by the dog clutch becomes sufficiently small, the load in the direction to move the dog clutch to the release position becomes larger than the resistance to movement of the dog clutch, and the dog clutch is released. Direction, and at this time a stronger load is applied than before, so that the dog clutch moves to the disengaged position and the gear is released. Therefore, even if there are variations in the characteristics of the engine 1 or the assist clutch that is the transmission torque varying means, machine variations, deterioration over time, and variations in the assist torque rising speed,
When the input torque is transmitted by the assist clutch and the torque transmitted by the dog clutch is released, the dog clutch moves to the disengaged position and the gear is released, so there is no torque step due to the release. It is possible to avoid deterioration of driving performance (shift feeling).

In FIG. 16, the function g4 of FIG. 13 for calculating the shift load gain KFsft so that the shift load is applied before the assist clutch torque sufficiently rises, and the target torque gain Ktrq for setting the rising of the assist clutch torque TTq. 15 is a time chart of control at the time of upshifting from the first gear to the second gear when the function h1 of FIG. If the shift load is applied before the time when most of the torque transmitted by the dog clutch is released, either the start of the assist torque or the start of the shift load may be started first.

In FIG. 16, from time t1 to time t2f
Is the release control phase, from time t2f to time t3f
Is the rotation synchronization control phase, from time t3f to time t
4 is the engagement control phase, from time t4f to time t5
The period of f is the shift completion phase. Or
The period from time t1 to time t2s is the release control phase, the period from time t2s to time t3s is the rotation synchronization control phase, the period from time t3s to time t4 is the engagement control phase, and the period from time t4s to time t5s is the shift end phase. ing.

FIG. 16A shows the shift load.
FIG. 16B shows the assist clutch torque.
FIG. 16C shows the input shaft rotation speed and the target rotation speed. FIG. 16D shows the shift position. FIG.
(E) shows the output shaft torque.

In the disengagement control phase, the shift load (A) rises and the assist clutch torque (B) rises with a slight delay. Shift load (A) is the shift position
Since the direction in which (D) is moved to the SF1 side is positive, it is a negative direction. The shift load (A) slightly shifts the shift position (D) from the position SF1 to the side of SF2, and the assist clutch torque (B) rises sufficiently,
When most of the torque transmitted by the first drive gear 4, the first driven gear 12, and the first dog clutch 19 is released (time t6f or t6s), the shift position (A) shifts the shift position ( D) are positions SF1 to S
Move to F2. The dotted line in the figure corresponds to the case where the target assist torque is large, and the solid line corresponds to the case where the target assist torque is small. A torque step does not occur in the transmission output shaft torque (E) during the period (time t6f to t2f, or t6s to t2s) in which the shift position (D) moves, and the gear is released smoothly without shock. Shift position (D)
Becomes near the position SF2 (time t2f or t2
s), the rotation synchronization control phase is entered. In the rotation synchronization control phase, the assist clutch torque (B) synchronizes the input rotation speed (C) with the target rotation speed corresponding to the next shift stage. When the rotation speeds are synchronized (time t3f or t3
In s), the shift position (D) moves from position SF2 to position SF3. Time t4f when the shift position (D) moves to SF3
Alternatively, at t4s, the shift ending phase is entered, the assist clutch torque (B) becomes 0, and the shift control ends.

In FIG. 17, the function g4 of FIG. 13 for calculating the shift load gain KFsft so that the shift load is applied before the assist clutch torque rises, and the target torque gain Ktrq for setting the rising of the assist clutch torque TTq are calculated. 15 is a time chart of the control at the time of upshifting from the first gear to the second gear when the function h1 of FIG. 15 is set. If the shift load is applied before the time when most of the torque transmitted by the dog clutch is released, either the start of the assist torque or the start of the shift load may be started first.

In FIG. 17, from time t1 to time t2f.
Is the release control phase, from time t2f to time t3f
Is the rotation synchronization control phase, from time t3f to time t4
The period of f is the engagement control phase, from time t4f to time t5
The period of f is the shift completion phase. Or
The period from time t1 to time t2s is the release control phase, the period from time t2s to time t3s is the rotation synchronization control phase, the period from time t3s to time t4s is the engagement control phase, and the period from time t4s to time t5s is the shift end phase. ing.

FIG. 17A shows the shift load.
FIG. 17 (B) shows the assist clutch torque.
FIG. 17C shows the input shaft rotation speed and the target rotation speed. FIG. 17D shows the shift position. FIG. 17
(E) shows the output shaft torque.

In the disengagement control phase, the shift load (A) rises and the assist clutch torque (B) rises with a slight delay. Shift load (A) is the shift position
Since the direction to move (D) to the SF1 side is positive,
It will be in the negative direction. The shift load (A) causes the shift position (D) to slightly move from the position SF1 to the side of SF2, the assist clutch torque (B) sufficiently rises, and the first drive gear 4, the first driven gear 12, and the first meshing When most of the torque transmitted by the clutch 19 is released (time t6f or t6s), the shift load (A)
The shift position (D) moves from the position SF1 to the direction SF2 and reaches a certain speed. At this time, the shift position moves to SF2 by applying a stronger shift load than before. The dotted line in the figure corresponds to the case where the assist torque rises quickly, and the solid line corresponds to the case where the assist torque rises gently. A torque step does not occur in the transmission output shaft torque (E) during the period (time t6f to t2f or t6s to t2s) during which the shift position (D) moves, and the gear is released smoothly without shock. Shift position (D)
Becomes near the position SF2 (time t2f or t2
s), the rotation synchronization control phase is entered. In the rotation synchronization control phase, the assist clutch torque (B) synchronizes the input rotation speed (C) with the target rotation speed corresponding to the next shift stage. When the rotation speeds are synchronized (time t3f or time t
In 3s), the shift position (D) moves from position SF2 to SF3. Time t4 when the shift position (D) moves to SF3
At f or time t4s, the shift ending phase is entered, the assist clutch torque (B) becomes 0, and the shift control ends.

In FIG. 18, the function g4 of FIG. 13 for calculating the shift load gain KFsft and the target torque gain Ktrq for setting the rising of the assist clutch torque TTq are calculated so that the shift load is applied before the assist clutch torque rises. 15 is a time chart of the control at the time of upshifting from the first gear to the second gear when the function h1 of FIG. 15 is set. If the shift load is applied before the time when most of the torque transmitted by the dog clutch is released, either the start of the assist torque or the start of the shift load may be started first.

In FIG. 18, from time t1 to time t2f
Is the release control phase, from time t2f to time t3f
Is the rotation synchronization control phase, from time t3f to time t
4 is the engagement control phase, from time t4f to time t5
The period of f is the shift completion phase. Or
The period from time t1 to time t2s is the release control phase, the period from time t2s to time t3s is the rotation synchronization control phase, the period from time t3s to time t4 is the engagement control phase, and the period from time t4s to time t5s is the shift end phase. ing.

FIG. 18A shows the shift load.
FIG. 18B shows the assist clutch torque.
FIG. 18C shows the input shaft rotation speed and the target rotation speed. FIG. 18D shows the shift position. FIG.
(E) shows the output shaft torque.

In the disengagement control phase, the shift load (A) rises and the assist clutch torque (B) rises with a slight delay. Shift load (A) is the shift position
Since the direction in which (D) is moved to the SF1 side is positive, it is a negative direction. The shift load (A) slightly shifts the shift position (D) from the position SF1 to the side of SF2, and the assist clutch torque (B) rises sufficiently,
When most of the torque transmitted by the first drive gear 4, the first driven gear 12, and the first dog clutch 19 is released (time t6f or t6s), the shift position (A) shifts the shift position ( D) are positions SF1 to S
Move in the F2 direction and reach a certain speed. At this time, the shift position is SF2 due to the stronger shift load than before.
Move to. The dotted line in the figure corresponds to the case where the target assist torque is large, and the solid line corresponds to the case where the target assist torque is small. The period during which the shift position (D) moves (time t6
A torque step does not occur in the transmission output shaft torque (E) of f to t2f or t6s to t2s, and the gear is released smoothly without a shock. When the shift position (D) is near the position SF2 (time t2f or t2s), the rotation synchronization control phase is started. In the rotation synchronization control phase, the assist clutch torque (B) synchronizes the input rotation speed (C) with the target rotation speed corresponding to the next shift stage. The shift position (D) moves from the position SF2 to the position SF3 at the time when the rotation speeds are synchronized (time t3f or time t3s).
At time t4f or time t4s when the shift position (D) moves to SF3, the shift ending phase is entered, the assist clutch torque (B) becomes 0, and the shift control ends.

In FIG. 19, the function g4 of FIG. 13 for calculating the shift load gain KFsft and the target torque gain Ktrq for setting the rising of the assist clutch torque TTq are calculated so that the shift load is applied before the assist clutch torque rises. 15 is a time chart of the control at the time of upshifting from the second shift speed to the third shift speed when the function h1 of FIG. 15 is set. If the shift load is applied before the time when most of the torque transmitted by the dog clutch is released, either the start of the assist torque or the start of the shift load may be started first.

In FIG. 19, from time t1 to time t2f
Is the release control phase, from time t2f to time t3f
Is the rotation synchronization control phase, from time t3f to time t
4 is the engagement control phase, from time t4f to time t5
The period of f is the shift completion phase. Or
The period from time t1 to time t2s is the release control phase, the period from time t2s to time t3s is the rotation synchronization control phase, the period from time t3s to time t4 is the engagement control phase, and the period from time t4s to time t5s is the shift end phase. ing.

In the disengagement control phase, the shift load (A) rises and the assist clutch torque (B) rises with a slight delay. Shift load (A) is the shift position
Since the direction in which (D) is moved to the SF1 side is positive, it is a positive direction. The shift load (A) slightly shifts the shift position (D) from the position SF3 to the side of SF2, and the assist clutch torque (B) rises sufficiently,
At the time when most of the torque transmitted by the second drive gear 5, the second driven gear 13, and the first dog clutch 19 is released (time t6f or t6s), the shift load (A) causes the shift position ( D) is position SF3 to S
Move in the F2 direction and reach a certain speed. At this time, the shift position is SF2 due to the stronger shift load than before.
Move to. The dotted line in the figure corresponds to the case where the assist torque rises quickly, and the solid line corresponds to the case where the assist torque rises gently. A torque step does not occur in the transmission output shaft torque (E) during the period (time t6f to t2f or t6s to t2s) during which the shift position (D) moves, and the gear is released smoothly without shock. When the shift position (D) is near the position SF2 (time t2f or time t2s), the rotation synchronization control phase is started. In the rotation synchronization control phase, the assist clutch torque (B) synchronizes the input rotation speed (C) with the rotation speed corresponding to the next shift stage. When the rotation speeds are synchronized (time t3f or time t
In 3s), the shift position (D) moves from the position SF2 to SF1. Time t4 when the shift position (D) moves to SF1
At f or t4s, the shift ending phase is entered, the assist clutch torque (B) becomes 0, and the shift control ends.

16 to 19, the shift load is applied before the time when most of the torque transmitted by the dog clutch is released (time t6f or t6s), and the dog clutch is released. When most of the transmitted torque is released, the shift position moves to the release position, and the gear is released.

Further, in any of the cases of FIGS. 17 to 19,
By using a weak shift load until the shift position moves in the disengagement direction, it is possible to prevent the gear from being disengaged before most of the torque transmitted by the dog clutch is released. When the vehicle starts to move in the disengagement direction, the gear is disengaged quickly by switching to a strong shift load, so that there are variations in the characteristics of the engine 1 and the assist clutch, deterioration over time, and variations in the assist torque rising speed. Even in the case where the torque is released, it is possible to avoid a decrease in driving performance (shift feeling) without causing a torque step due to release.

FIG. 20 shows a time chart of the control at the time of upshifting from the second shift speed to the third shift speed in the case where the release takes a long time.

Similar to FIG. 16, the period from the time t1 to the time t2 is the release control phase, the period from the time t2 to the time t3 is the rotation synchronization control phase, the period from the time t3 to the time t4 is the engagement control phase, and the time t4 to the time t5. The period of is the shift completion phase. Further, FIG. 20 (A) shows the shift load. FIG. 20B shows the assist clutch torque. FIG. 20C shows the input shaft rotation speed and the target rotation speed. FIG. 20D shows the shift position. FIG. 20 (E) shows the output shaft torque.

In the disengagement control phase, the shift load (A) rises and the assist clutch torque (B) rises with a slight delay. Shift load (A) is the shift position
Since the direction in which (D) is moved to the SF1 side is positive, it is a positive direction. Since the time required for the gear release phase is long, the shift load (A) increases and the shift position (D) moves from the position SF3 to SF2. When the shift position (D) is near the position SF2 (time t2), the rotation synchronization control phase is started. In the rotation synchronization control phase, the assist clutch torque (B) synchronizes the input rotation speed (C) with the rotation speed corresponding to the next shift stage. At the time when the rotation speeds are synchronized (time t3), the shift position (D) changes from the positions SF2 to SF.
Move to 1. At time t4 when the shift position (D) moves to SF1, the shift ending phase is entered, the assist clutch torque (B) becomes 0, and the shift control ends.

Next, with reference to FIG. 21, a third configuration example of the vehicle control device according to the present invention will be described.

FIG. 21 is a skeleton diagram of a third system configuration example showing an embodiment of a vehicle control device according to the present invention. The same reference numerals as those in FIG. 1 denote the same parts.

The present configuration example is different from the configuration example shown in FIG. 1 in that the configuration example shown in FIG. 1 changes the torque of the engine 1 by the engagement of the input shaft clutch input disk 2 and the input shaft clutch output disk 3. In contrast to the configuration in which the transmission is transmitted to the input shaft 10, the present configuration example is configured by a twin clutch. That is, the engine 1 and the input shaft clutch input disk 301 are directly connected, and the input shaft clutch first output disk 302 is the transmission first input shaft 312.
The input shaft clutch second output disk 303 is directly connected to the transmission second input shaft 304. The transmission second input shaft 304 is hollow, and the transmission first input shaft 312 is
Is configured to penetrate the hollow portion of the transmission second input shaft 304 and to be capable of relative movement in the rotational direction with respect to the transmission second input shaft 304. The first drive gear 4, the third drive gear 6, and the fifth drive gear 8 are fixed to the transmission second input shaft 304, and the transmission first input shaft 31
It is rotatable with respect to 2. Further, the second drive gear 5 and the fourth drive gear 7 are fixed to the transmission first input shaft 312, and the transmission second input shaft 304
For, it is rotatable. The engagement and disengagement of the input shaft clutch input disc 301 and the input shaft clutch first output disc 302 is performed by the input shaft clutch first actuator 305, and the engagement between the input shaft clutch input disc 301 and the input shaft clutch second output disc 303 is performed. In this case, the release is performed by the input shaft clutch second actuator 306.

Between the first driven gear 12 and the third driven gear 14, the first driven gear 12 is engaged with the transmission output shaft 18, or the third driven gear 14 is connected to the transmission output shaft 18. First mesh clutch 30 to be engaged
9 is provided. Therefore, from the first drive gear 4 or the third drive gear 6 to the first driven gear 1
The rotational torque transmitted to the second or third driven gear 14 is transmitted to the first mesh clutch 309, and is transmitted to the transmission output shaft 18 via the first mesh clutch 309.

Between the second driven gear 13 and the fourth driven gear 15, the second driven gear 13 is engaged with the transmission output shaft 18, or the fourth driven gear 15 is connected to the transmission output shaft 18. Third mesh clutch 311 to be engaged
Is provided. Therefore, the second drive gear 5,
Alternatively, the rotational torque transmitted from the fourth drive gear 7 to the second driven gear 13 or the fourth driven gear 15 is
It is transmitted to the third mesh clutch 311 and is transmitted to the transmission output shaft 18 via the third mesh clutch 311.

Further, the fifth driven gear 16 is engaged with the transmission output shaft 18 by the second driven gear 16.
A dog clutch 310 is provided. Therefore,
The rotational torque transmitted from the fifth drive gear 8 to the fifth driven gear 16 is transmitted to the second mesh clutch 310 and the transmission output shaft 1 via the second mesh clutch 310.
8 is transmitted.

As described above, the rotational torque of the transmission first input shaft 312 and the transmission second input shaft 304 is transmitted to the first dog clutch 309, the second dog clutch 310, or the third dog clutch 311. In order to transmit, the first dog clutch 309 or the second dog clutch 3
10 or the third dog clutch 311 is moved in the axial direction of the transmission output shaft 18 to move the first driven gear 12, the second driven gear 13, the third driven gear 14, the fourth driven gear. 15, 5th driven gear 16
It is necessary to engage with any one of the first driven gear 12, the second driven gear 13, the third driven gear 1
To engage any one of the fourth, fourth driven gear 15 and fifth driven gear 16 with the transmission output shaft 18, the first
Dog clutch 309 or second dog clutch 31
0, or one of the third dog clutch 311 is moved, and one of the first dog clutch 309, the second dog clutch 310, or the third dog clutch 311 is moved. The movement is performed by operating the shift / select mechanism 313 by the shift first actuator 23, the shift second actuator 24, the select first actuator 25, and the select second actuator 26.

For example, the first drive gear 4 and the first drive gear 4
When the torque is transmitted to the transmission output shaft 18 by the driven gear 12, the case where the torque is transmitted to the transmission output shaft 18 by the first gear, the third drive gear 6, and the third driven gear 14 Third gear, fourth
When torque is transmitted to the transmission output shaft 18 by the drive gear 7 and the fourth driven gear 15,
If the shift stage is, the upshift shift from the first shift stage to the third shift stage and the downshift shift from the third shift stage to the first shift stage are performed by the input shaft clutch first output disc 302.
Is released and the third meshing clutch 311 and the fourth driven gear 15 are engaged, and the gear shift is performed by performing the same control as the assist clutch and shift in the embodiment shown in FIG. It is possible.

Further, for example, when torque is transmitted to the transmission output shaft 18 by the second drive gear 5 and the second driven gear 13, the second gear, the fourth drive gear 7, and the fourth driven gear 15 are used. When the torque is transmitted to the transmission output shaft 18 by the fourth shift stage, the fifth drive gear 8 and the fifth driven gear 16 are transmitting the torque to the transmission output shaft 18 by the fifth shift. If the shift speed is, the upshift shift from the second shift stage to the fourth shift stage and the downshift shift from the fourth shift stage to the second shift stage are performed by the input shaft clutch second output disc 30.
3 is released and the second meshing clutch 310 and the fifth driven gear 16 are engaged, the same shift control is performed by performing the same control as the assist clutch and shift in the embodiment illustrated in FIG. It is possible to

Next, with reference to FIG. 22, a fourth configuration example of the vehicle control device according to the present invention will be described.

FIG. 22 is a skeleton diagram of a fourth system configuration example showing an embodiment of a vehicle control device according to the present invention. The same reference numerals as those in FIG. 1 denote the same parts.

This configuration example differs from the embodiment shown in FIG. 1 in that the transmission torque varying means is composed of assist clutches 203 and 204 in the configuration example shown in FIG. This configuration example is configured by the motor generator 105. That is, the seventh driven gear 202 and the ring gear 108 mesh with each other, and the input shaft 10 is provided with the sun gear 106. A planetary gear 107 having a carrier meshes with each of the sun gear 106 and the ring gear 108. Planetary gears 10
7 and the motor generator 105 are connected to each other, and the rotation torque of the input shaft 10 is transmitted to the output shaft 18 by controlling the current of the motor generator by the motor generator control unit 104. By performing the same control as the assist clutch in the embodiment shown in FIG. 1 on the motor generator, it is possible to shift gears. Further, in this embodiment, the clutch is operated by hydraulic pressure, but it may be operated by an electric motor.

[0133]

According to the present invention, before the transmission torque of the gear train is released, a load is applied in the direction of moving the meshing transmission means to the disengagement position, and after the shift moves, the load is switched to a strong load. Therefore, even if there is a machine difference variation of the driving force source or the assist clutch, deterioration over time, or variation in the rising speed of the assist torque, the assist clutch transmits most of the torque of the driving force source, and the transmission torque of the gear train With the gears fully released, the meshing transmission means can be moved to the disengagement position, and it is possible to avoid a reduction in shift feeling due to a gear disengagement shock.

[Brief description of drawings]

FIG. 1 is a time chart of a meshing clutch release load, assist torque, and meshing clutch position when a gear is disengaged.

FIG. 2 is a time chart of the meshing clutch release load, assist torque, and meshing clutch position when the gear is disengaged.

FIG. 3 is an overall configuration diagram of an automatic transmission that constitutes an embodiment of the present invention.

FIG. 4 is an overall configuration diagram of an automatic transmission showing a second embodiment of the present invention.

FIG. 5 is a diagram showing a relationship between a shift position, a select position, and gear engagement.

6 is an input / output signal diagram between the power train control unit, the engine control unit, and the hydraulic control unit shown in FIG.

FIG. 7 is a control flowchart of the shift control means, which is an embodiment of the present invention.

FIG. 8 is a flowchart of each control phase timer shown in FIG.

9 is a control flowchart of the release control shown in FIG.

FIG. 10 is a control flowchart of the shift control process shown in FIG.

11 is a diagram showing a table of maximum release time and shift load shown in FIG.

12 is a diagram showing a table of shift loads shown in FIG.

13 is a diagram showing a table of shift load gains shown in FIG.

FIG. 14 is a control flowchart of the assist clutch control process shown in FIG.

15 is a diagram showing a table of delay time and target torque gain shown in FIG.

FIG. 16 is a time chart of each signal during upshifting from the first gear to the second gear.

FIG. 17 is a time chart of each signal at the time of upshifting from the first gear to the second gear.

FIG. 18 is a time chart of each signal during upshifting from the first gear to the second gear.

FIG. 19 is a time chart of each signal at the time of upshifting from the second gear to the third gear.

FIG. 20 is a time chart of each signal during upshifting from the second gear to the third gear.

FIG. 21 is an overall configuration diagram of an automatic transmission showing a third embodiment of the present invention.

FIG. 22 is an overall configuration diagram of an automatic transmission showing a fourth embodiment of the present invention.

FIG. 23 is a diagram showing a transmission output shaft torque.

FIG. 24 is a diagram showing a torque transmission path.

[Explanation of symbols]

1 ... Engine, 2 ... Input shaft clutch input disk, 3 ...
Input shaft clutch output disk, 4 ... 1st drive gear,
5 ... 2nd drive gear, 6 ... 3rd drive gear, 7 ... 4th drive gear, 8 ... 5th drive gear, 10 ... Transmission input shaft, 12 ... 1st driven gear, 13 ... 2nd driven gear, 14 ... 3rd driven gear, 15 ... 4th driven gear, 16 ... 5th driven gear, 18 ... transmission output shaft, 1
9 ... 1st mesh clutch, 20 ... 2nd mesh clutch,
21 ... Third mesh clutch, 22 ... Input shaft clutch actuator, 23 ... Shift first actuator, 24 ...
Shift second actuator, 25 ... select first actuator, 26 ... select second actuator, 27 ...
Shift / select mechanism, 29 ... Input shaft rotation sensor, 30
Output shaft rotation sensor, 100 ... Power train control unit, 101 ... Engine control unit, 102 ... Hydraulic control unit, 201 ... Seventh drive gear, 202 ... Seventh
Driven gear, 203 ... Assist clutch input disc, 204 ... Assist clutch output disc, 205 ...
Assist clutch actuator.

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Tetsuo Matsumura             Hitachinaka City, Ibaraki Prefecture 2520 Takaba             Ceremony Company Hitachi Ltd. Automotive equipment group F-term (reference) 3J552 MA01 MA13 MA29 NA01 NB01                       PA02 RA02 SA03 SA26 SB33                       SB35 VA02W VA32Y VA34W                       VA37Z VA39Y VA74Z VA76Z                       VA78Z

Claims (10)

[Claims] 1. A plurality of torque transmitting means capable of transmitting torque from a prime mover to an input shaft and transmitting torque from the input shaft to an output shaft, wherein at least one of the torque transmitting means is a dog clutch. A control method for a vehicle equipped with a certain transmission, wherein a load is applied to the dog clutch in advance when the dog clutch is disengaged to release the connection of the dog clutch via formation of a second torque transmission path. A control method for gradually increasing the torque through the second torque transmission path, wherein the load is set according to the torque input to the input shaft. 2. A plurality of torque transmitting means capable of transmitting torque from a prime mover to an input shaft and transmitting torque from the input shaft to the output shaft, wherein at least one of the torque transmitting means is a dog clutch. A control method for a vehicle equipped with a certain transmission, wherein a load is applied to the dog clutch in advance when the dog clutch is disengaged to release the connection of the dog clutch via formation of a second torque transmission path. Aside from the second
The method for controlling an automobile is characterized in that the torque passing through the torque transmission path is increased, and when the dog clutch moves to a predetermined position, the load of the dog clutch is further increased. 3. A plurality of torque transmitting means capable of transmitting torque from a prime mover to an input shaft and transmitting torque from the input shaft to the output shaft, at least one of the torque transmitting means being a dog clutch. A vehicle equipped with a certain transmission, wherein a load is applied to the dog clutch in advance when the dog clutch is disengaged to release the connection of the dog clutch via the formation of the second torque transmission path, An automobile that gradually increases the torque through the second torque transmission path, wherein the load is set according to the torque input to the input shaft. 4. A plurality of torque transmitting means capable of transmitting torque from a prime mover to an input shaft and transmitting torque from the input shaft to the output shaft, wherein at least one of the torque transmitting means is a dog clutch. A vehicle equipped with a certain transmission, wherein a load is applied to the dog clutch in advance when the dog clutch is disengaged to release the connection of the dog clutch via the formation of the second torque transmission path, The second
The motor vehicle is characterized in that the torque through the torque transmission path is increased so that the load of the dog clutch is further increased when the dog clutch moves to a predetermined position. 5. A plurality of torque transmission means capable of transmitting torque from a prime mover to an input shaft and transmitting torque from the input shaft to the output shaft, wherein at least one of the torque transmission means is a dog clutch. In a certain automatic transmission, when the mesh clutch is released to release the coupling of the mesh clutch via the formation of the second torque transmission path, a load is applied to the mesh clutch in advance, An automatic transmission for gradually increasing torque through a torque transmission path, wherein the load is set according to torque input to the input shaft. 6. A plurality of torque transmitting means capable of transmitting torque from a prime mover to an input shaft and transmitting torque from the input shaft to the output shaft, wherein at least one of the torque transmitting means is a dog clutch. In a certain automatic transmission, when the mesh clutch is released to release the coupling of the mesh clutch via the formation of the second torque transmission path, a load is applied to the mesh clutch in advance,
The automatic transmission is characterized in that the torque passing through the torque transmission path is increased so that the load of the dog clutch is further increased when the dog clutch moves to a predetermined position. 7. A plurality of torque transmission means capable of transmitting torque from a prime mover to an input shaft and transmitting torque from the input shaft to the output shaft, at least one of the torque transmission means being a dog clutch. A control device for a vehicle equipped with a certain transmission, wherein a load is applied to the dog clutch in advance when the dog clutch is released to release the connection of the dog clutch via formation of a second torque transmission path. A control device for gradually increasing the torque through the second torque transmission path, wherein the load is set according to the torque input to the input shaft. 8. A plurality of torque transmission means capable of transmitting torque from a prime mover to an input shaft and transmitting torque from the input shaft to the output shaft, wherein at least one of the torque transmission means is a dog clutch. A control device for a vehicle equipped with a certain transmission, wherein a load is applied to the dog clutch in advance when the dog clutch is released to release the connection of the dog clutch via formation of a second torque transmission path. Aside from the second
The control device is configured to increase the torque passing through the torque transmission path, and further increase the load of the dog clutch when the dog clutch moves to a predetermined position. 9. A plurality of gears capable of transmitting torque from a prime mover to a plurality of input shafts through a plurality of friction clutches and transmitting torque from the input shafts to a plurality of output shafts, and a plurality of meshing clutches. A method of controlling an automobile equipped with the transmission, comprising: releasing the coupling of the meshing clutch through formation of a transmission path by a second friction clutch that does not transmit torque, wherein the meshing clutch is released. It is a control method in which a load is applied to the first clutch in advance and the torque of the second friction clutch is gradually increased, wherein the load is set according to the torque input to the input shaft. Car control method. 10. A plurality of gears capable of transmitting torque from a prime mover to a plurality of input shafts via a plurality of friction clutches and transmitting torque from the input shaft to an output shaft, and a plurality of meshing clutches. A method of controlling an automobile equipped with the transmission, comprising: releasing the coupling of the meshing clutch through formation of a transmission path by a second friction clutch that does not transmit torque, wherein the meshing clutch is released. The vehicle is characterized in that a load is applied to the first clutch in advance, the torque of the second friction clutch is gradually increased, and when the dog clutch moves to a predetermined position, the load of the dog clutch is further increased. Control method.