JP2004245325A - Speed change control device for automatic clutch type gear transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a speed change control device for an automatic clutch type gear transmission in which shock due to engine inertia in down-shift speed change can be reduced. <P>SOLUTION: In this speed change control device for an automatic clutch type gear transmission, a synchronous gear transmission and an automatic clutch 4 with a plurality of speeds selective are provided. For speed change, the automatic clutch 4 is disconnected, and speed change gears are changed during the while. The speed change control device is provided with a motor/generator 28 capable of driving drive wheels without using the synchronous gear transmission, a down-shift command signal outputting means to output down-shift command signals, an engine inertia torque determination step S44 to determine engine inertia torque Iω'e in accordance with engine speed change in down-shifting based on the output of the down-shift command signal, and electric motor drive control steps S46 and S47 to control the motor/generator 28 to be driven to offset the engine inertial torque Iω'e by motor torque Tm. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention belongs to the technical field of a shift control device of an automatic clutch type gear transmission having a synchronous gear transmission capable of selecting a plurality of shift speeds and an automatic clutch, disengaging the automatic clutch at the time of shifting, and switching the shift gear during the shift. .
[0002]
[Prior art]
Conventionally, in an automatic clutch type transmission in which an automatic clutch is applied to a synchronous gear transmission used in a manual transmission, and the automatic clutch is disengaged during shifting and the transmission gear is switched during the shift, the engine driving force is transmitted to the driving wheels while the automatic clutch is disengaged. An electric motor is provided to assist the motive power when not in operation. While the clutch is disengaged for shifting by the electric motor, power can be transmitted, and a sense of interruption of the driving force during acceleration can be prevented (for example, see Patent Document 1).
[0003]
In the above-mentioned prior art, it is described that control is performed so as to assist the motor torque in order to simply prevent a torque loss during the clutch release. For example, when a downshift command is issued from the third speed to the second speed during deceleration due to the release of the accelerator, the automatic clutch cuts off the power transmission at the third speed and starts the power transmission at the second speed again during the downshift. The automatic clutch is engaged, and the shift ends. That is, the engine braking force is not transmitted to the drive wheels until the transmission of the power in the second speed is completed, resulting in a feeling of idling. For example, the electric motor can be used to generate a deceleration force by regenerative control to compensate for this.
[0004]
[Patent Document 1]
JP-A-11-141665.
[0005]
[Problems to be solved by the invention]
However, in the shift control device of the conventional automatic clutch type gear transmission, since the engine speed increases in the shift by the downshift, an inertia torque necessary for increasing the engine speed when the automatic clutch is engaged is reduced. Acting on the deceleration side, the regenerative force is applied to the drive wheels as a deceleration force, and the drive wheels slip-lock, causing a problem that vehicle stability is deteriorated.
[0006]
In order to reduce the inertia torque of the engine, it is conceivable to increase the engine speed. However, in this case, the fuel consumption for increasing the engine speed increases, and the engine speed is not related to the driver's intention. There is a problem that the blowing of air causes a sense of incompatibility.
[0007]
SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to provide a shift control device for an automatic clutch-type gear transmission that can reduce shock caused by engine inertia during downshifting. .
[0008]
[Means for Solving the Problems]
In order to achieve the above object, in the present invention,
A shift control device for an automatic clutch type gear transmission having a synchronous gear transmission capable of selecting a plurality of shift speeds and an automatic clutch, disengaging the automatic clutch at the time of shifting and switching the shift gear during the shift,
An electric motor capable of driving drive wheels without passing through the synchronous gear transmission,
Downshift command signal output means for outputting a downshift command signal,
An engine inertia torque calculating means for calculating an engine inertia torque due to an engine speed fluctuation at the time of a downshift by outputting the downshift command signal;
Electric motor drive control means for driving and controlling the electric motor so as to cancel the engine inertia torque by motor torque,
With.
[0009]
【The invention's effect】
Therefore, in the shift control device for the automatic clutch type gear transmission according to the present invention, the electric motor drive control means controls the electric motor so as to cancel the engine inertia torque caused by the change in the engine speed during the downshift by the motor torque. Since the drive of the motor is controlled, it is possible to reduce a shock caused by engine inertia during downshifting.
[0010]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an embodiment for realizing a shift control device for an automatic clutch type gear transmission according to the present invention will be described based on a first embodiment shown in the drawings.
[0011]
(First embodiment)
First, the configuration will be described.
FIG. 1 is a skeleton diagram showing an automatic clutch type gear transmission to which the transmission control device of the first embodiment is applied, and FIG. 2 is an arrangement of a transmission input shaft, a transmission output shaft, and an idler shaft in the automatic clutch type gear transmission. FIG.
[0012]
The automatic clutch type gear transmission is provided on a transmission input shaft 1, a transmission output shaft 2, an idler shaft 3, and three shafts 1, 2, 3 provided in parallel with each other as described below. It consists of gears. In FIG. 1, for convenience, all three axes 1, 2, 3 are developed and shown so as to appear on the same drawing, but the actual three axes 1, 2, 3 have a correlation shown in FIG. Placed.
[0013]
The transmission input shaft 1 is a shaft that is connected to a crankshaft 5 a of an engine 5 via an automatic clutch 4 so as to be connectable and disconnectable. A first-speed input gear 6, a reverse input gear 7, and a second-speed input gear 8 are provided on the transmission input shaft 1 in order from the automatic clutch 4 side so as to be integrally rotatable, and a third-speed input gear 9 and a fourth-speed input gear are provided. A gear 10, a fifth-speed input gear 11, and a sixth-speed input gear 12 are rotatably provided.
[0014]
The transmission output shaft 2 is a shaft that outputs a driving force to left and right drive wheels through the final drive gear set 22 and the differential gear device 23 from the end of the automatic clutch 4. A first-speed output gear 13 meshing with the first-speed input gear 6 and a second-speed output gear 14 meshing with the second-speed input gear 8 are rotatably provided on the transmission input shaft 1. A third speed output gear 15 meshing with the fourth speed input gear 10, a fourth speed output gear 16 meshing with the fifth speed input gear 11, a fifth speed output gear 17 meshing with the fifth speed input gear 11, and a sixth speed output gear 18 meshing with the sixth speed input gear 12 are provided. Provided so that it can rotate integrally.
[0015]
Between the first speed output gear 13 and the second speed output gear 14 of the transmission output shaft 2, between the third speed input gear 9 and the fourth speed input gear 10 of the transmission input shaft 1, and at the fifth speed input gear A synchromesh mechanism having coupling sleeves 19, 20, and 21 is provided between the 11th and 6th speed input gears 12, respectively.
[0016]
By moving the coupling sleeve 19 to the right in FIG. 1, the first speed output gear 13 is drive-coupled to the transmission output shaft 2 to obtain a first speed selection state. The speed output gear 14 is drivingly coupled to the transmission output shaft 2 to obtain the second speed selection state.
[0017]
By moving the coupling sleeve 20 to the right side in FIG. 1, the third speed input gear 9 is drivingly coupled to the transmission input shaft 1 to obtain a third speed selection state, and by moving the coupling sleeve 20 to the left side, The speed input gear 10 is drivingly connected to the transmission input shaft 1 to obtain the fourth speed selection state.
[0018]
By moving the coupling sleeve 21 to the right side in FIG. 1, the fifth speed input gear 11 is drivingly coupled to the transmission input shaft 1 to obtain a fifth speed selection state. The speed input gear 12 is drivingly coupled to the transmission input shaft 1 to obtain a sixth speed selection state.
[0019]
The above description is for the transmission systems of the first to sixth speeds, which are forward gears, but the transmission system for the reverse gear has the following configuration.
[0020]
A reverse counter gear 24 meshing with the reverse input gear 7 on the transmission input shaft 1 is provided on the idler shaft 3 so as to rotate integrally therewith, and a reverse idler gear 25 is rotatable on a shaft end near the automatic clutch 4. To be provided. A reverse main gear 26 meshing with the reverse idler gear 25 as shown in FIG. 2 is provided on the transmission output shaft 2 as shown in FIG.
[0021]
A synchromesh mechanism having a coupling sleeve 27 is provided between the reverse idler gear 25 and the idler shaft 3. The coupling sleeve 27 is moved to the right in FIG. 1 so that the reverse idler gear 25 is drive-coupled to the idler shaft 3 to rotate the transmission input shaft 1 from the reverse input gear 7 to the reverse. A reverse (reverse) selection state of transmitting to the shift output shaft 2 via the counter gear 24 → the idler shaft 3 → the reverse idler gear 25 → the reverse main gear 26 is obtained.
[0022]
With the above configuration, a synchronous gear transmission capable of selecting a plurality of shift speeds is configured. Next, the motor generator 28 (electric motor) and the bypass transmission system 31 will be described.
[0023]
The motor generator 28 is disposed between the automatic clutch 4 and the engine 5 so as to freely penetrate an engine crankshaft 5a. Then, an assist input gear 29 is provided between the motor / generator 28 and the automatic clutch 4, and the engine input shaft 29 is coupled to the engine crankshaft 5 a and the shaft 28 a of the motor / generator 28, thereby providing an assist input gear. The engine crankshaft 5a and the motor / generator shaft 28a are connected to each other via 29.
[0024]
The bypass transmission system 31 is configured between an assist input gear 29 and an assist output gear 30 which is integrated with the reverse idler gear 25 and is rotatably provided with respect to the idler shaft 3. The system 31 connects the engine output shaft 2 with the engine crankshaft 5a and the motor / generator shaft 28a, bypassing the automatic clutch 4 and the synchronous gear transmission. Therefore, the bypass transmission system 31 includes a bypass shaft 32 parallel to the transmission input / output shafts 1 and 2, and divides the bypass shaft 32 into two shaft portions 32a and 32b.
[0025]
The shaft portions 32a and 32b can be connected and disconnected by a wet multi-plate clutch type bypass clutch 33, a gear transmission mechanism 34 is provided between the shaft portion 32a and the assist input gear 29, and an assist output is provided to the shaft portion 32b. The assist counter gear 35 meshed with the gear 30 is connected.
[0026]
The gear transmission mechanism 34 includes an assist idler shaft 36 parallel to the bypass shaft 32, and a low-speed assist gear 37 and a high-speed assist gear 38 (meshing with the assist input gear 29) are provided on the shaft 36 so as to rotate integrally. .
[0027]
Gears 39 and 40 meshing with the low-speed assist gear 37 and the high-speed assist gear 38 are rotatably provided on a shaft portion 32a, and a synchromesh having a coupling sleeve 41 between the gears 39 and 40 on the shaft portion 32a. Provide a mechanism.
[0028]
When the coupling sleeve 41 is moved rightward from the neutral position in FIG. 1, the gear 39 is drivingly coupled to the shaft portion 32a, and the coupling input from the assist input gear 29 to the engine crankshaft 5a and the motor / generator shaft 28a → High speed assist gear 38 → assist idler shaft 36 → low speed assist gear 37 → gear 39 → shaft portion 32a → bypass clutch 33 → shaft portion 32b → assist counter gear 35 → assist output gear 30 → reverse idler gear 25 → reverse main gear 26 A low rotation and high torque assist state transmitted to the transmission output shaft 2 sequentially is obtained.
[0029]
When the coupling sleeve 41 is moved leftward from the neutral position in FIG. 1, the gear 40 is drivingly coupled to the shaft portion 32a, and the coupling input shaft 29 is moved from the engine crankshaft 5a and the motor / generator shaft 28a to the assist input gear 29 → High-speed assist gear 38 → gear 40 → shaft portion 32a → bypass clutch 33 → shaft portion 32b → assist counter gear 35 → assist output gear 30 → reverse idler gear 25 → reverse main gear 26 for transmission to transmission output shaft 2 sequentially. A high rotation and low torque assist state can be obtained.
[0030]
Next, a shift control system of the automatic clutch type gear transmission will be described.
FIG. 3 is a block diagram of a shift control system of the automatic clutch type gear transmission described with reference to FIGS.
[0031]
The automatic transmission control unit 50 receives signals from the vehicle speed sensor 51, the brake switch 52 (brake operation state detecting means), the inhibitor switch 53, and the like, and based on these input information and the input information from the engine control unit 54, Calculation processing of shift control is performed, and a drive command is output to the automatic clutch actuator 55, the bypass clutch actuator 56, the motor generator 28, and the shift actuator 57 based on the calculation result.
[0032]
The engine control unit 54 receives signals from an engine speed sensor 58, a throttle opening sensor 59 (throttle opening detecting means), and the like, and based on the input information, when the throttle opening is fully closed. The engine control including the fuel cut control for cutting the fuel of the engine 5 is performed.
[0033]
The automatic transmission control unit 50 and the engine control unit 54 are connected by a two-way communication line 60, so that the automatic transmission control unit 50 can control the engine control unit 54 by the motor / generator 28 even during the control. If the throttle opening is fully closed, a command to continue fuel cut control is transmitted, and engine speed information and throttle opening information are transmitted from the engine control unit 54 to the automatic transmission control unit 50. .
[0034]
Next, the operation will be described.
[0035]
[Shift control processing]
FIG. 4 is a flowchart showing the flow of the shift control process executed by the automatic shift control unit 50, and each step will be described below.
[0036]
In step S11, it is determined whether or not there is a shift command. If Yes, the process proceeds to step S12, and if No, the process proceeds to return.
In determining the shift, a D-range shift map using the vehicle speed and the throttle opening as parameters is preset in the automatic shift control unit 50, and the vehicle speed sensor 51 and the throttle opening on this D-range shift map are set. When the operating point based on the vehicle speed VSP and the throttle opening TVO detected by the sensor 59 crosses, for example, a 3-2 downshift line, a 3-2 downshift command (an example of a shift command) is output (downshift command). Signal output means).
[0037]
In step S12, if there is a shift command by a downshift command or an upshift command in step S11, a shift control in-progress flag is set, and the process proceeds to step S13.
[0038]
In step S13, if the gearshift control flag is set in step S12, a command to release the automatic clutch 4 is output to the automatic clutch actuator 55, and the process proceeds to step S14.
[0039]
In step S14, the coupling sleeves 19, 20, 21, and 27 corresponding to the shift command are selected, and the target stroke position of the selected coupling sleeve is determined, and the process proceeds to step S15.
[0040]
In step S15, in response to a command to the shift actuator 57, the selected coupling sleeve is stroked to the determined position, the other coupling sleeves are stroked to the neutral position, and the process proceeds to step S16.
[0041]
In step S16, after the end of the stroke of the coupling sleeve in step S15, a command to connect the automatic clutch 4 is output to the automatic clutch actuator 55, and the process proceeds to step S17. Move to.
[0042]
[Output shaft assist control processing during gear shifting]
FIG. 5 is a flowchart showing the flow of the output shaft assist control process performed by the automatic transmission control unit 50 during the shift, and each step will be described below.
[0043]
In step S21, the engine speed Ne, the vehicle speed VSP, and the throttle opening TVO are detected, the engine torque Te is estimated, and the process proceeds to step S22.
Here, the engine torque Te is prepared, for example, in advance by preparing an engine torque map using the engine rotation speed and the throttle opening as parameters. The torque Te is estimated.
[0044]
In step S22, it is determined whether or not the flag indicates that the gearshift control is being performed. If the gearshift control flag is on, the process proceeds to step S30. If the gearshift control flag is not on (steady state), Then, the process proceeds to step S23.
[0045]
In step S23, it is determined whether or not the engine has been started. If Yes, the process proceeds to step S26, and if No, the process proceeds to step S24.
[0046]
In step S24, it is determined whether or not the vehicle is starting. If Yes, the process proceeds to step S27, and if No, the process proceeds to step S25.
[0047]
In step S25, it is determined whether or not braking is being performed based on a signal from the brake switch 52. If Yes, the process proceeds to step S28, and if No, the process proceeds to step S29.
[0048]
In step S26, based on the determination that the engine is being started, the bypass clutch 33 is engaged, a motor drive command is output so that the motor generator 28 is operated as a starter motor of the engine 5, and the process proceeds to step S29. .
[0049]
In step S27, based on the determination that the vehicle is starting, the motor drive command is output so that the bypass clutch 33 is engaged and the motor generator 28 is operated as a torque assist motor for improving the starting acceleration. Move to step S29.
[0050]
In step S28, based on the determination that braking is being performed, the bypass clutch 33 is engaged, a generator command for operating the motor generator 28 as a regenerative brake is output, and the process proceeds to step S29.
[0051]
In step S29, after execution of step S26 to step S28, or in the non-shift state where it is determined in step S23 to step S25 that neither the engine startup nor the braking at the start is in progress, the bypass clutch 33 And move to return.
[0052]
In step S30, it is determined whether or not the shift control in-progress flag is a flag indicating a downshift command. If Yes, the process proceeds to step S35, and if No, the process proceeds to step S31.
[0053]
In step S31, the target driving force of the wheel is calculated from the detected engine speed Ne and the detected vehicle speed VSP, and the process proceeds to step S32.
Here, the target driving force is determined so that the torque value of the transmission output shaft 2 is maintained at the torque value immediately before the release of the automatic clutch 4 even when the automatic clutch 4 is released during the gear shift.
[0054]
In step S32, it is determined whether or not the target driving force of the wheel calculated in step S31 is larger than the engine torque estimated value Te estimated in step S21, that is, whether the target driving force of the wheel cannot be achieved with the engine 5 alone. It is determined whether or not it is, and in the case of Yes, the process proceeds to step S33, and in the case of No, the process proceeds to step S34.
[0055]
In step S33, a command to switch the height of the gear transmission mechanism 34 is output together with a command to drive the motor / generator 18 so as to output and compensate for the insufficient torque, and the process proceeds to step S34.
[0056]
In step S34, when step S33 has elapsed, the target engagement force of the bypass clutch 33 is calculated from the ratio of the sum of the engine torque estimated value Te and the output torque of the motor generator 28 to the target driving force of the wheels. When the process proceeds from step S32, the target engagement force of the bypass clutch 33 is calculated from the ratio between the engine torque estimated value Te and the target drive force of the wheels, and the operating oil pressure of the bypass clutch 33 that becomes the target engagement force is calculated. Is determined and output to the bypass clutch actuator 56, and the process proceeds to return.
[0057]
In step S35, when it is determined in step S30 that the command is a downshift command, it is determined whether or not the throttle opening is zero (fully closed). In the case of Yes, the process proceeds to step S36, and in the case of No, the process proceeds to step S36. Move to S31.
[0058]
In step S36, the motor torque control at the time of the power-off downshift (at the time of the accelerator foot release downshift) is executed according to the flowchart of FIG.
[0059]
[Motor torque control processing at power-off downshift]
FIG. 6 is a flowchart showing the flow of the motor torque control process (step S36) at the time of the power-off downshift executed by the automatic transmission control unit 50. Each step will be described below.
[0060]
In step S41, the current engine speed is detected by the engine speed sensor 58, and the process proceeds to step S42.
[0061]
In step S42, the post-shift engine speed is calculated based on the pre-shift gear ratio and post-shift gear ratio based on the speed information before and after the shift by the downshift command, and the current engine speed detected in step S41. Move to step S43.
[0062]
In step S43, the engine speed change amount ω'e is calculated from the difference between the post-shift engine speed and the current engine speed, and the process proceeds to step S44.
[0063]
In step S44, the engine inertia torque Iω'e is calculated based on the inertia moment I of the engine 5 and the engine speed change amount ω'e which are known in advance, and the process proceeds to step S45 (engine inertia torque calculation means).
[0064]
In step S45, it is detected whether the brake is in the brake operating state or the brake non-operating state based on the switch signal from the brake switch 52, and the process proceeds to step S46.
[0065]
In step S46, the motor torque Tm is calculated so that the engine inertia torque Iω'e calculated in step S44 is offset by the motor torque Tm, and the process proceeds to step S47. Here, the calculated motor torque Tm is made larger when the brake is operating than when the brake is not operating.
[0066]
In step S47, a motor drive command for obtaining the motor torque Tm calculated in step S46 is output to the motor generator 28, and the flow shifts to return. Here, the bypass clutch 33 is engaged, and the gear transmission mechanism 34 is switched to a lower side. Steps S46 and S47 correspond to electric motor drive control means.
[0067]
[When not shifting]
At the time of non-shift when the shift control flag is not set and the engine is started, the flow proceeds to step S21 → step S22 → step S23 → step S26 in the flowchart of FIG. At the same time, the motor generator 28 is operated as a starter motor of the engine 5. As a result, since the starter motor can be omitted, the weight and cost can be reduced accordingly.
[0068]
At the time of non-shift when the shift control flag is not set and the vehicle starts, the flow proceeds to step S21 → step S22 → step S23 → step S24 → step S27 in the flowchart of FIG. Then, the bypass clutch 33 is engaged, and the motor generator 28 is operated as a torque assist motor for improving the starting acceleration. Thus, by combining the power from the engine 5 and the power from the motor generator 28 and passing the same through the automatic clutch 4, it is possible to improve the starting performance.
[0069]
In the non-shift state in which the shift control flag is not set, and during braking, the flow proceeds to step S21 → step S22 → step S23 → step S24 → step S25 → step S28 in the flowchart of FIG. In S28, the bypass clutch 33 is engaged, and the motor generator 28 is operated as a regenerative brake. As a result, energy can be recovered during braking in a steady state in which the automatic clutch 4 is engaged, and fuel efficiency can be improved.
[0070]
[When shifting other than power-off downshift]
When an upshift command or a power-on downshift command by depressing the accelerator is performed during a shift in which the shift control flag is on, in the flowchart of FIG. 5, step S21 → step S22 → step S30 (→ step S35) → The flow proceeds to step S31 → step S32 (→ step S33) → step S34, and while the automatic clutch 4 is released, the engine 5 passes through the bypass transmission system 31 that bypasses the automatic clutch 4 and the synchronous gear transmission. Or the power of the engine 5 and the motor generator 28 is output to the transmission output shaft 2.
[0071]
Therefore, even when the automatic clutch 4 is disengaged during a shift other than the power-off downshift, the torque value of the transmission output shaft 2 is maintained at the torque value immediately before the automatic clutch 4 is disengaged. The driving force to the transmission output shaft 2 is not interrupted by the release, and the problem that the uncomfortable pull-in torque (shift shock) due to the interruption of the driving force is generated and the shift feeling is deteriorated can be solved. .
[0072]
[When shifting with a power-off downshift]
The operation in the case where the downshift is performed from the third speed to the second speed while the vehicle is decelerating due to the release of the accelerator pedal, and the motor torque control is executed during this downshift will be described with reference to a time chart shown in FIG.
[0073]
At time t0, if the fuel cut start condition that the throttle opening is zero and the vehicle speed is equal to or lower than the predetermined vehicle speed is satisfied, the fuel cut (fuel cut) is turned ON. When a brake operation is performed at time t1, the brake switch 52 is turned on, and the vehicle further decelerates.
[0074]
When the operating point based on the throttle opening and the vehicle speed crosses the 3-2 downshift line of the D range shift map at time t2, a shift control flag is set (step S12 in FIG. 4), and the automatic clutch 4 is released. (Step S13 in FIG. 4), and then the gear position is downshifted from the third speed to the second speed (steps S14 and S15 in FIG. 4).
[0075]
On the other hand, since the shift control during downshift flag is set and the throttle opening is zero, the flow proceeds to step S21 → step S22 → step S30 → step S35 → step S36 in the flowchart of FIG. In step S36, according to the flowchart shown in FIG. 6, torque assist to the transmission output shaft 2 by the motor torque control at the time of the power-off downshift is started from a point slightly later than a point in time t2 when the shift control flag is set. You.
[0076]
Then, when the downshift from the third speed to the second speed is completed, the connection of the automatic clutch 4 is started (step S16 in FIG. 4), and subsequently, the shift control flag is turned down (step S17 in FIG. 4). Since the flag does not indicate that the shift control is being performed, in the flowchart of FIG. 5, the flow proceeds to step S21 → step S22 → step S23 → step S24 → step S25 → step S29. In step S29, the bypass clutch 32 Is released. That is, at time t3 when the bypass clutch 32 is released, the torque assist to the transmission output shaft 2 by the motor torque control at the time of the power off downshift ends. That is, the motor torque is applied to the transmission output shaft 2 from the time point slightly delayed from the time point t2 when the automatic clutch 4 is released to the time point t3, thereby increasing the engine speed when the automatic clutch 4 is connected. The necessary engine inertia torque can be offset.
[0077]
At time t4, the engine speed temporarily increased by downshifting from the third speed to the second speed falls to or below the threshold, so that the fuel cut end condition is satisfied, and the fuel cut is turned off. Fuel injection to the engine 5 is started.
[0078]
Then, when the foot is released from the brake pedal at time t5, the brake switch signal is turned off, and the decreasing gradient of the engine speed becomes gentle. When the accelerator pedal is depressed at time t5, the throttle valve is opened. As a result, the engine speed increases and the vehicle speed shifts from deceleration to acceleration.
[0079]
Here, the reason why the motor torque control is executed by treating the downshift exceptionally with respect to the other shift modes will be described. Taking a 3-2 downshift, which is an example of a downshift, as an example, even if the downshift is performed, the rotation speed (vehicle speed) of the transmission output shaft hardly changes, so the difference between the third gear ratio and the second gear ratio. Accordingly, the rotation speed of the transmission input shaft 1 is higher in the second speed than in the third speed. Since this shift itself is performed with the automatic clutch 4 released, the engine speed does not change during the shift. However, if the automatic clutch 4 is connected when the shift to the second speed is completed, the engine input shaft 1 rotates the engine crankshaft 5a via the automatic clutch 4 to increase the engine speed. At this time, if the transmission output shaft torque is not assisted, the engine inertia torque required to increase the engine speed acts on the deceleration side, indicating an engine brake state in which the drive wheels are braked.
[0080]
In addition, in the case of a power-off downshift due to the release of the accelerator, the engine is idling at the third speed, and the gradient of the increase in the engine speed (the amount of change in engine speed) after the downshift is large. And the shift shock evaluated by the fluctuation width of the output shaft torque is also large. Incidentally, in the case of the shift mode other than the power-off downshift, the flow proceeds to step S31 → step S32 (→ step S33) → step S34 in FIG. Even when the clutch 4 is released, the driving force to the transmission output shaft 2 is not interrupted, and the effect of sufficiently reducing the shift shock can be obtained.
[0081]
Next, effects will be described.
The shift control device of the automatic clutch type gear transmission according to the first embodiment can obtain the following effects.
[0082]
(1) A shift control device for an automatic clutch-type gear transmission, comprising: a synchronous gear transmission capable of selecting a plurality of shift speeds; and an automatic clutch 4; A motor generator 28 capable of driving the drive wheels without the intervention of a gear transmission, downshift command signal output means for outputting a downshift command signal, and output of the downshift command signal allow the engine to rotate during downshifting. An engine inertia torque calculation step S44 for calculating an engine inertia torque Iω'e due to the number variation, and an electric motor drive control step for driving and controlling the motor generator 28 so as to offset the engine inertia torque Iω'e by the motor torque Tm. Since S46 and S47 are provided, a downshift It is possible to reduce the shock caused by the down gin inertia.
[0083]
(2) The throttle opening sensor 59 for detecting the throttle opening is provided, and the electric motor drive control steps S46 and S47 perform the engine inertia torque Iω'e by the motor torque Tm only when the throttle opening is closed. Because of the cancellation, it is possible to effectively reduce the shock due to the engine inertia during the power-off downshift that is most affected by the engine inertia torque, and to maintain the vehicle speed when the throttle opening is open, or There is a possibility that the vehicle is accelerating, and the generation of extra driving force can be prevented by stopping the generation of the motor torque even in a downshift.
[0084]
(3) A brake switch 52 for detecting a brake operation state is provided, and the electric motor drive control steps S46 and S47 increase the motor torque Tm when the brake is operating compared to when the brake is not operating. Accordingly, during the braking operation, the engine inertia works in the driving wheel braking direction, and it is possible to prevent the driving wheels from becoming locked even during the braking operation.
[0085]
(4) A fuel cut control means for cutting the engine fuel when the throttle opening is closed is provided, and the engine inertia torque Iω'e is canceled by the motor torque Tm in the electric motor drive control steps S46 and S47. Since the fuel cut is continued, the fuel cut time can be maintained long, and the fuel efficiency can be improved.
[0086]
As described above, the shift control device of the automatic clutch type gear transmission according to the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and claims are not limited thereto. Changes and additions of the design are permitted without departing from the gist of the invention according to each of the claims.
[0087]
For example, in the first embodiment, an example has been described in which the motor torque is applied to the drive wheels only while the shift control flag is on in the case of a power-off downshift. The motor torque to the wheels may be gradually reduced, in which case the extra torque gives a feeling of acceleration. Further, the motor torque to the drive wheels may be left even if the gearshift control flag is turned down. In this case, the feeling of acceleration can be further improved.
[0088]
In the first embodiment, an example is described in which the change state of the engine speed is detected, the generated engine inertia torque is sequentially calculated, and feedback control is performed so as to cancel the inertia torque. The engine inertia torque may be calculated from the engaged state of the clutch.
[0089]
In the first embodiment, an example of the automatic transmission type in which the downshift command signal is obtained by the operating point crossing the downshift line of the D range shift map has been described. When a manual mode in which an upshift and a downshift are manually performed in the range is selected, a downshift command signal may be obtained by a downshift switch signal. Further, in the case of a manual transmission type in which only a clutch operation is required at the time of shifting by an automatic clutch and a shift operation is performed manually, a downshift command signal is obtained by monitoring a change in a switch signal from each gear switch. You may do it.
[0090]
In the first embodiment, an example is shown in which the electric motor is a motor / generator that can apply a driving force to driving wheels by bypassing the automatic clutch and the synchronous gear transmission. The present invention is not limited to the configuration of the automatic clutch type gear transmission of the first embodiment, but can be applied to various automatic clutch type gear transmissions as long as it has a structure capable of driving the drive wheels without intervention.
[0091]
In the first embodiment, a brake switch is shown as the brake operation state detecting means, and an example in which the motor torque is corrected based on the presence or absence of the brake operation is shown. However, a brake stroke sensor or a brake fluid pressure sensor is provided as the brake operation state detecting means. The motor torque may be finely corrected according to the magnitude of the braking force due to the brake operation.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram showing an automatic clutch type gear transmission to which a transmission control device according to a first embodiment is applied.
FIG. 2 is a diagram showing an arrangement of a transmission input shaft, a transmission output shaft, and an idler shaft in the automatic clutch type gear transmission of the first embodiment.
FIG. 3 is a block diagram showing a shift control system in a shift control device of the automatic clutch type gear transmission according to the first embodiment.
FIG. 4 is a flowchart illustrating a flow of a shift control process executed by the automatic shift control unit according to the first embodiment.
FIG. 5 is a flowchart showing a flow of an output shaft assist control process during a shift executed by the automatic shift control unit of the first embodiment.
FIG. 6 is a flowchart illustrating a flow of a motor torque control process at the time of a power-off downshift executed by the automatic transmission control unit according to the first embodiment.
FIG. 7 is a time chart showing an operation in a case where a downshift is performed from the third speed to the second speed while the vehicle is decelerating due to the release of the accelerator.
[Explanation of symbols]
1 Transmission input shaft
2 Transmission output shaft
3 Idler shaft
4 Automatic clutch
5 Engine
5a Engine crankshaft
28 Motor Generator (Electric Motor)
28a Motor / generator shaft
31 Bypass transmission system
50 Automatic transmission control unit
51 Vehicle speed sensor
52 Brake switch (brake operation state detection means)
53 Inhibitor switch
54 Engine control unit
55 Automatic clutch actuator
56 Bypass clutch actuator
57 shift actuator
58 Engine speed sensor
59 Throttle opening sensor (Throttle opening detecting means)

Claims (4)

A shift control device for an automatic clutch type gear transmission having a synchronous gear transmission capable of selecting a plurality of shift speeds and an automatic clutch, disengaging the automatic clutch at the time of shifting and switching the shift gear during the shift,
An electric motor capable of driving drive wheels without passing through the synchronous gear transmission,
Downshift command signal output means for outputting a downshift command signal,
An engine inertia torque calculating means for calculating an engine inertia torque due to an engine speed fluctuation at the time of a downshift by outputting the downshift command signal;
Electric motor drive control means for driving and controlling the electric motor so as to cancel the engine inertia torque by motor torque,
A shift control device for an automatic clutch type gear transmission, comprising: The shift control device for an automatic clutch type gear transmission according to claim 1,
Throttle opening detection means for detecting the throttle opening is provided,
A shift control device for an automatic clutch-type gear transmission, wherein the electric motor drive control means cancels engine inertia torque by motor torque only when the throttle opening is closed. A shift control device for an automatic clutch-type gear transmission according to claim 1 or 2,
Brake operation state detection means for detecting a brake operation state is provided,
A shift control device for an automatic clutch-type gear transmission, wherein the electric motor drive control means increases a motor torque when a brake is operated as compared to when the brake is not operated. The shift control device for an automatic clutch type gear transmission according to claim 1, wherein:
Fuel cut control means for cutting the fuel of the engine when the throttle opening is closed,
A shift control device for an automatic clutch-type gear transmission, wherein fuel cut is continued even while engine inertia torque is canceled by motor torque by the electric motor drive control means.

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