JP2007232046A - Device and method for controlling automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control method of an automatic transmission for an automobile capable of preventing deterioration of a speed changing feeling even upon a transmission input torque changing due to accelerator pedal step-back. <P>SOLUTION: After increasing a transmission torque of a transmission torque variable mechanism C2 based on a speed change command from a first connection to a second connection, in the case of releasing the transmission torque variable mechanism C2 by a canceling demand of speed change using the transmission torque variable mechanism C2 before completion of speed change, the transmission 2 is controlled to change a release control amount of the transmission torque variable mechanism 2 per unit time according to the operating state of the vehicle. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an automobile control device and a control method, and more particularly to control of an automatic transmission.

  Along with the recent heightened awareness of global warming, automobile transmissions are required to have high efficiency, and the torque converter lock-up area expansion in transmissions using torque converters (so-called ATs) Technological developments such as continuously variable transmissions for large displacement vehicles are becoming active.

  Under such circumstances, an automatic MT (automated manual transmission) system has been developed that uses a manual transmission mechanism with high transmission efficiency to automate clutch and gear changes. However, in the conventional control at the time of shifting in automatic MT, there is a problem in that driving torque is interrupted by opening / closing operation of a clutch (hereinafter referred to as a starting clutch) for connecting / disconnecting transmission input torque, giving a sense of incongruity to the occupant. have.

  Therefore, the transmission has two power transmission systems from the output shaft of the prime mover to the transmission output shaft, and two sets of clutches for switching connection / disconnection of the input torque to each power transmission system. A transmission (so-called twin-clutch type automatic MT) that avoids torque interruption during shifting has been put into practical use by switching output torque from one power transmission system to the other power transmission system. Yes.

  On the other hand, a conventional automatic MT is provided with a power transmission mechanism (hereinafter referred to as an assist clutch), and when performing a shift, the assist clutch is controlled to perform rotation speed synchronization and torque transmission for shifting (hereinafter referred to as an automatic transmission). , Torque assist type automatic MT) is known (see, for example, Patent Document 1).

  In such a transmission, during gear shifting to avoid torque interruption when the gears before and after the gear shift are engaged, such as before the gear of the gear before shifting or after the gear of the gear after shifting is engaged. When the transmission torque of the other engaged clutch (torque interruption avoidance clutch) becomes equal to or greater than the transmission input torque, the torque interruption avoidance clutch cannot slide, and the gear and the torque interruption avoidance clutch are in the double engagement state. At this time, the vehicle acceleration is negative, and the drivability is extremely deteriorated.

  In order to solve such problems, when there is a shift request to another gear stage different from the target gear position of the gear shift operation during the gear shift operation of the gear type automatic transmission, the shift to the other gear stage is performed. A technique for prohibiting re-shifting is known (see, for example, Patent Document 2).

Japanese Patent No. 2703169 JP 2005-172148 A

  In order to avoid the double engagement state of the gears before and after the shift and the torque interruption avoiding clutch, it is necessary to accurately grasp both the transmission input torque and the torque interruption avoiding clutch transmission torque. If there is an error in each torque, a shift shock may occur.

  An object of the present invention is to control an automatic transmission so as to reduce a shift shock even if there is such an error.

  After the transmission torque of the transmission torque variable mechanism is increased based on the shift command, and when the transmission torque variable mechanism is released due to a shift stop request using the transmission torque variable mechanism before the end of the shift, the transmission torque variable mechanism is The transmission is controlled so as to change the release control amount of the transmission torque variable mechanism per unit time.

  According to the present invention, it is possible to reduce a shock during shifting due to double meshing.

  FIG. 1 is a skeleton diagram of a torque assist type automatic MT that performs rotation speed synchronization and torque transmission for shifting by providing an assist clutch in a conventional automatic MT and controlling the assist clutch when shifting. The torque assist type automatic MT is characterized in that the transmission is smaller and lighter than the twin clutch type automatic MT, and the structural change from the existing manual transmission is small.

  Gear shifting in such an automobile is a gear release that transmits at least a part of the input torque to the transmission by an assist clutch, releases at least a part of the transmission torque of the gear train, moves to a gear release position, and releases it. Rotation synchronization that uses the assist clutch to adjust the rotation speed of the transmission input shaft, and gear engagement that moves to the gear engagement position and tightens when the rotation speed of the transmission input shaft reaches the rotation speed equivalent to the gear after shifting. Then, after the gear engagement is completed, the assist torque is released to release the assist torque.

  Here, a path for transmitting torque by the gear train is a first torque transmission path, and a path for transmitting torque by the assist clutch is a second torque transmission path.

  An example of the first torque transmission path is indicated by a solid line, the second torque transmission path is indicated by a one-dot chain line, and an output torque path of the transmission is indicated by a broken line.

  With reference to FIG. 2, an example of an upshift from the first speed to the second speed will be described for each transmission torque at each timing of a shift using the assist clutch of the transmission (hereinafter referred to as an assist shift).

  If the shift is started at time t0 and the assist clutch transmission torque (hereinafter referred to as assist torque) is increased from time t1, the gear output torque before shifting (here, the first gear output torque) starts to decrease at time t2. When the assist torque becomes equivalent to the engine torque, the pre-shift gear output torque becomes approximately zero. Here, the gear before shifting is released.

  When the assist torque is further increased at time t3 after releasing the pre-shift gear, the input shaft rotation speed starts to decrease.

  Since the starting clutch is not released during the assist shift, the input shaft speed of the transmission is equal to the engine speed.

  During this time, the engine torque is also reduced during this time in order to prevent the output torque from protruding due to the inertia torque generated by the rotational speed change.

  At time t4 when the input shaft rotation speed corresponds to the next gear position, the post-shift gear (here, the second gear) is engaged. When the release of the assist torque is started at time t5 after the gear after shifting is completed, the gear output torque after shifting is increased. When the release of the assist torque is completed at time t6, the torque is transmitted only with the gear after the shift, and the shift is completed.

  In such a transmission, the assist clutch slips when the assist torque exceeds the input torque of the transmission when the gear is engaged, for example, before the gear of the pre-shift gear is released or after the gear of the post-shift gear is engaged. Cannot be engaged, and the gear and the assist clutch are double-engaged. At this time, the vehicle acceleration is negative, and the drivability is extremely deteriorated.

  In order to avoid the double engagement state, it is necessary to control the assist torque so that the transmission input torque does not exceed the transmission engagement state when the gear is engaged.

  At this time, in the control of the assist torque, based on the operation position-transmission torque characteristics and the pressure-transmission torque characteristics obtained in advance in accordance with the structure of various actuators for realizing the transmission of the assist torque, The assist torque may be controlled in a feed-forward manner by controlling the actuator to a predetermined position or a predetermined pressure. Further, the assist torque may be directly sensed by a torque sensor or the like and feedback control may be performed. However, since the torque sensor is expensive, it is desirable to realize the assist torque control without using the torque sensor.

  However, when controlling the assist torque in a feed-forward manner, in the case of a hydraulic system, a dead zone peculiar to hydraulic equipment, and in the case of an electric system using a rotary motor, a dead zone due to a gear backlash that converts the rotational movement of the motor into the operation of the actuator. Therefore, there may be an operating region where sufficient control accuracy cannot be obtained.

  Even when assist torque control is realized using a torque sensor, there may be an operation region where sufficient control accuracy cannot be obtained in a region where the detection performance of the torque sensor is insufficient.

  On the other hand, in order to prevent the assist torque from exceeding the transmission input torque, it is necessary to detect the value of the transmission input torque, but there is also a method of directly detecting it using a torque sensor. Since the sensor is expensive, it is desirable to detect the transmission input torque without using the torque sensor.

  An engine torque estimated from engine speed, intake air amount / intake pressure, etc., and inertia torque estimated from engine / input shaft speed change, etc. From this, the transmission input torque can be obtained.

  However, such estimation methods are not always able to obtain sufficient accuracy because of the influence of machine difference variation and the influence of changes in the operating environment.

  Even when transmission input torque detection is performed using a torque sensor, there may be an operation region in which sufficient estimation accuracy cannot be obtained in a region where the detection performance of the torque sensor is insufficient.

  In other words, there is a reason for causing an error in both the assist torque control and the transmission input torque detection, and thus the assist torque may be transmitted more than the transmission input torque, contrary to the intention.

  Therefore, in the operation region where the control accuracy of the assist torque and the detection accuracy of the transmission input torque are not sufficient, restricting the assist shift is effective in preventing drivability deterioration.

  As a determination condition for limiting the assist shift, the estimated value of the transmission input torque, the estimated value of the engine torque, the accelerator opening, the engine rotation speed, the transmission input shaft rotation speed, the vehicle acceleration, and the like may be used. However, other conditions may be used.

  Here, for example, when the estimated value of the transmission input torque is used as one of the assist shift permission conditions, if the shift input torque area permits the assist shift at a timing before the start of the shift, is the shift itself limited? Even when shifting is performed, shifting similar to that of the conventional automatic MT (hereinafter referred to as automatic MT shifting) is performed.

  In addition, even if the transmission input torque at the start of the shift is in the assist shift permission region, the transmission input torque during the shift predicted using information such as the engine speed at the start of the shift and the vehicle acceleration is When it is likely that the shift permission area is not reached, the assist shift is not executed.

  However, there are cases where the prediction shifts, the shift operation is stopped in the middle of the assist shift due to the driver's accelerator operation, or the assist shift is interrupted and the automatic MT shift is performed.

  In such an automobile, when it is predicted that the transmission input torque is not within the assist permission transmission input torque area at the start of the shift, or that the transmission input torque is outside the transmission input torque area where the assist shift is permitted during the shift. Does not start assist shifting.

  However, at the start of the shift, the transmission input torque is within the transmission input torque region where the assist shift is permitted, and the transmission input torque during the shift predicted at the start of the shift is within the transmission input torque region where the assist shift is performed. Even if a shift is started once, the assist shift permission condition is not satisfied during the assist shift due to a decrease in the transmission input torque due to the accelerator returning during the assist shift or a deviation from the predicted transmission input torque during the shift. If the shift request itself is canceled or the like, the assist shift is interrupted and the assist torque is released. At this time, the driving performance is deteriorated due to a sudden change in the output shaft torque, or the gear and the assist clutch are double-engaged. There is a problem that drivability deteriorates.

  FIG. 3 is a time chart when the assist shift is interrupted because the shift request from the first speed to the second speed is canceled by the accelerator foot return before the gear is released after the assist shift from the first speed to the second speed is started. is there.

When shifting is started at time t0 and the assist clutch transmission torque (hereinafter referred to as assist torque) is increased from time t1, the gear output torque before shifting starts to decrease.
It is assumed that the accelerator opening is decreased from time t1a over time t4a, and assist shift is not permitted at time t3a.

  Even if the release of the assist torque is immediately started at this time t3a, the assist torque may not be completely released immediately due to a response delay of the actuator, a dead time, or the like.

  If the assist torque changes from time t1a to time t5a as shown in FIG. 3D, the assist torque is larger than the transmission input torque from time t2a to time t4a. Double engagement of the first gear and the assist clutch occurs, the output torque decreases (not shown), and the vehicle acceleration becomes negative (time t2a to t4a in FIG. 1E).

  FIG. 4 is a time chart when the assist shift is interrupted and the automatic MT shift to the second speed is executed by the accelerator foot return from the rotation synchronization of the assist shift from the first speed to the second speed until the gear is engaged. It is.

  When the shift is started at time t0 and the assist torque is increased from time t1, when the accelerator opening is decreased from time t1a at which the pre-shift gear output torque starts to decrease over time t3a, Assume that the assist speed change condition is not satisfied at t2a.

  If the assist torque is released at time t2a and the assist torque is released immediately as shown in FIG. 2D, a large step is generated in the vehicle acceleration (time t2a in FIG. 1E) and the engine The engine speed increases (near time t2a in FIG. 1B). Here, the engine speed and the input shaft speed are equal until the starting clutch is released.

  From around time t3a, transmission input torque is reduced and the starting clutch is released under the control of automatic MT shift, and the gear is fastened near time t5, the starting clutch is fastened, and the transmission input torque is reduced.

  FIG. 5 is a time chart when the accelerator pedal is returned in the middle of releasing the assist torque after completing the gear engagement.

  FIG. 5 is the same as the speed change operation described with reference to FIG. 2 until time t5.

  The assist torque is released as shown in FIG. 5D at times t5 to t6. When the accelerator opening is decreased from time t1a after time t5 to time t3a, the transmission input torque is Assuming that the change occurs as shown in FIG. 5D from t1a to t3a, the assist torque is larger than the transmission input torque from time t2a to time t4a. Since biting occurs, the output torque decreases (not shown) and the vehicle acceleration becomes negative (times t2a to t4a in FIG. 5E).

  A first configuration example of the vehicle control apparatus according to the present invention will be described with reference to FIG. FIG. 6 is a skeleton diagram of a first system configuration example showing an embodiment of a control apparatus for an automobile according to the present invention.

  Engine 1 as a driving force source, an engine speed sensor (not shown) for measuring the number of revolutions of the engine 1, a device for adjusting engine torque (not shown, for example, an electronic control throttle), and a fuel amount corresponding to the intake air amount A fuel injection device (not shown) for injection is provided, and the engine control unit 101 controls the intake air amount, fuel amount, ignition timing, and the like to control the torque of the engine 1 with high accuracy. Can be done. As a driving force source, not only the gasoline engine described above but also a diesel engine, a natural gas engine, an electric motor, or the like may be used.

  An input shaft clutch C1 as one of transmission torque variable mechanisms is connected to the engine 1, and the torque of the engine 1 is transmitted to the transmission input shaft SI by engaging and releasing the input shaft clutch C1, It is possible to block. The input shaft clutch C1 is generally a dry single plate method, but any friction transmission mechanism such as a wet multi-plate clutch or an electromagnetic clutch can be used.

  For controlling the pressing force (input shaft clutch torque) of the input shaft clutch C1, an actuator 22 driven by hydraulic pressure is used. By adjusting the pressing force (input shaft clutch torque), the engine 1 is controlled. The output can be transmitted to and cut off from the input shaft SI.

  The transmission input shaft SI includes the first drive gear D1, the second drive gear D2, the third drive gear D3, the fourth drive gear D4, the fifth drive gear D5, and the reverse drive gear. Is provided. As an input shaft rotation speed detection mechanism, a sensor NSI for detecting the rotation speed of the transmission input shaft SI is provided.

  On the other hand, the transmission output shaft SO is provided with a first driven gear G1, a second driven gear G2, a third driven gear G3, a fourth driven gear G4, a fifth driven gear G5, and a reverse driven gear (not shown). The first driven gear G1 meshes with the first drive gear D1, the second driven gear G2 meshes with the second drive gear D2, and the third driven gear G3 , Meshed with the third drive gear D3, the fourth driven gear G4 meshed with the fourth drive gear D4, and the fifth driven gear G5 meshed with the fifth drive gear D5. The reverse drive gear (not shown) meshes with the reverse drive gear via a reverse gear (not shown).

  Between the first drive gear D1 and the second drive gear D2, the first drive gear D1 is engaged with the transmission input shaft SI, or the second drive gear D2 is engaged with the transmission input shaft SI. A first meshing transmission mechanism SC1, which is a meshing transmission mechanism, is provided.

  Accordingly, the rotational torque transmitted from the transmission input shaft SI to the first drive gear D1 or the second drive gear D2 via the first mesh transmission mechanism SC1 is the first driven gear G1 or the second driven gear G2. To the transmission output shaft SO.

  Further, between the third drive gear D3 and the fourth drive gear D4, the third drive gear D3 is engaged with the transmission input shaft SI, or the fourth drive gear D4 is engaged with the transmission input shaft SI. A second meshing transmission mechanism SC2, which is a meshing transmission mechanism, is provided.

  Accordingly, the rotational torque transmitted from the transmission input shaft SI to the third drive gear D3 or the fourth drive gear D4 via the first mesh transmission mechanism SC2 is the third driven gear G3 or the fourth driven gear G4. To the transmission output shaft SO.

  Further, the reverse drive gear (not shown) is provided with a third mesh transmission mechanism (not shown) that is a mesh transmission mechanism for engaging the reverse drive gear with the transmission input shaft SI.

  Therefore, the rotational torque transmitted from the transmission input shaft SI to the reverse drive gear via the third meshing transmission mechanism is transmitted from the reverse drive gear to the transmission output shaft SO.

  The first meshing transmission mechanism SC1, the second meshing transmission mechanism SC2, and the third meshing transmission mechanism may be always meshing mechanisms.

  Further, a clutch that includes a friction transmission mechanism and meshes with the friction transmission mechanism in a rotationally synchronized manner (so-called synchronous meshing mechanism) may be used.

  Thus, in order to transmit the rotational torque of the transmission input shaft SI to the first mesh transmission mechanism SC1, the second mesh transmission mechanism SC2, or the third mesh transmission mechanism, the first mesh transmission mechanism Either one of the SC1, the second mesh transmission mechanism SC2, or the third mesh transmission mechanism is moved in the axial direction of the transmission input shaft SI, and the first drive gear D1, the second drive gear D2, the second 3 drive gear D3, 4th drive gear D4, it is necessary to be engaged with any one of the reverse drive gear, the first drive gear D1, the second drive gear D2, the third drive gear D3, the fourth drive gear D4 or To fasten any one of the reverse drive gears and the transmission input shaft SI, the first mesh transmission mechanism SC1, the second mesh transmission mechanism SC2, or the third mesh transmission mechanism In order to move any one of the first mesh transmission mechanism SC1, the second mesh transmission mechanism SC2, or the third mesh transmission mechanism, the shift first is shifted. The shift mechanism / select mechanism 27 is operated by the actuator 23, the shift second actuator 24, the select first actuator 25, and the select second actuator 26.

  Any one of the first meshing transmission mechanism SC1, the second meshing transmission mechanism SC2, or the third meshing transmission mechanism is used as the first drive gear D1, the second drive gear D2, the third drive gear D3, the fourth By engaging one of the drive gear D4 and the reverse driven gear, the rotational torque of the transmission input shaft SI is transmitted to the first mesh transmission mechanism SC1, the second mesh clutch SC2, or the third mesh transmission. It can be transmitted to the drive wheel output shaft SO via any one of the mechanisms. Further, a sensor NSO for detecting the rotational speed of the transmission output shaft SO is provided as an output shaft rotational speed detection mechanism.

  The shift first actuator 23, the shift second actuator 24, the select first actuator 25, and the select second actuator 26 may be configured using electromagnetic valves, or may be configured by an electric motor or the like. The shift / select mechanism 27 may be constituted 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 gear loss during traveling.

  Further, a power transmission mechanism AS is provided, and the torque of the transmission input shaft SI can be transmitted to the transmission output shaft SO.

  Here, as the power transmission mechanism AS, a second clutch C2 that is one of transmission torque variable mechanisms is provided. By engaging the second clutch C2, the fifth drive gear D5 and the input shaft SI are connected to each other. It is possible to transmit the rotational torque of the transmission input shaft SI to the transmission output shaft SO via the fifth driven gear G5 that is connected and fitted with the fifth drive gear D5.

  For controlling the pressing force of the second clutch C2, an actuator 30 driven by hydraulic pressure is used. By adjusting this pressing force, the output of the engine 1 can be transmitted and cut off. Yes.

  The power transmission mechanism AS may be configured using a friction transmission mechanism or a motor generator. Here, the friction transmission mechanism is a mechanism that generates a frictional force by the pressing force of the friction surface and transmits the torque, and a typical example is a friction clutch. Examples of the friction clutch include a dry single-plate clutch, a dry multi-plate clutch, a wet multi-plate clutch, and an electromagnetic clutch. In this embodiment, the power transmission mechanism AS is a wet multi-plate clutch that is a friction transmission mechanism, but any other transmission torque variable mechanism can be used.

  Thus, the first drive gear D1, the second drive gear D2, the third drive gear D3, the fourth drive gear D4, the reverse drive gear, the first driven gear G1, the second driven gear G2, the third driven gear G3, 4 driven gear G4 reverse driven gear, rotational torque of transmission input shaft SI transmitted to transmission output shaft SO via power transmission mechanism AS is applied to a differential gear (not shown) connected to transmission output shaft SO. Via an axle (not shown).

  The input shaft clutch actuator 22 that generates the pressing force (input shaft clutch torque) of the first clutch C1 and the assist clutch actuator 30 that generates the pressing force (assist clutch torque) of the second clutch C2 are controlled by the hydraulic control unit 102. 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, and each clutch The transmission torque is controlled.

  In addition, the hydraulic control unit 102 controls the currents of solenoid valves (not shown) provided in the select first actuator 25 and the select second actuator 26 to control hydraulic cylinders (not shown) provided in the respective actuators. The hydraulic pressure of each actuator is controlled by adjusting the stroke amount of the actuator, and it is selected which of the first mesh transmission mechanism SC1, the second mesh transmission mechanism SC2, and the third mesh transmission mechanism is to be moved.

  Further, the hydraulic control unit 102 controls the currents of electromagnetic valves (not shown) provided in the actuators of the shift first actuator 23 and the shift second actuator 24, thereby providing hydraulic cylinders (not shown) provided in each actuator. 1), the load for operating the first meshing transmission mechanism SC1, the second meshing transmission mechanism SC2, and the third meshing transmission mechanism can be controlled by controlling the hydraulic pressure of each actuator. It has become.

  In this embodiment, hydraulic actuators are used as the shift first actuator 23, the shift second actuator 24, the select first actuator 25, and the select second actuator 26, which are actuators that drive the shift / select mechanism 27. However, you may comprise by the electric actuator by an electric motor etc.

  Further, instead of the shift first actuator 23 and the shift second actuator 24, a single actuator may be used instead of the select first actuator 25 and the select second actuator 26. The mechanism for operating the first meshing transmission mechanism SC1, the second meshing transmission mechanism SC2, and the third meshing transmission mechanism is constituted by a shifter rail, a shifter fork or the like, or a first meshing mechanism such as a drum type. It is also possible to use other mechanisms for moving the second transmission mechanism SC1, the second mesh transmission mechanism SC2, and the third mesh transmission mechanism.

  In this embodiment, hydraulic actuators are used for the input shaft clutch actuator 22 and the assist clutch actuator 30, but they may be constituted by 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 and the like by the engine control unit 101. The hydraulic control unit 102 and the engine control unit 101 are controlled by a powertrain control unit 100. The power train control unit 101, the engine control unit 101, and the hydraulic control unit 102 transmit / receive information to / from each other through the communication unit 103.

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

  FIG. 7 shows an input / output signal relationship by the communication means 103 among the powertrain control unit 100, the engine control unit 101, and the hydraulic control unit 102. The powertrain 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, and the hydraulic control unit 102 is also configured as a control unit including an input unit 102i, an output unit 102o, and a computer 102c. Composed. The engine torque command value TTqENG is transmitted from the powertrain control unit 100 to the engine control unit 101 using the communication means 103, and the engine control unit 101 realizes TTqENG so that the intake air amount, fuel amount, Control ignition timing and the like (not shown). The engine control unit 101 includes engine torque detection means (not shown) that serves as input torque to the transmission. The engine control unit 101 uses the engine control unit 101 to detect the engine speed Ne and the engine torque generated by the engine 1. STqENG is detected and transmitted to the powertrain control unit 100 using the communication means 103. The engine torque detection means may be a torque sensor, or may be an estimation means based on engine parameters such as the injector injection pulse width, the pressure in the intake pipe and the engine speed.

  The input shaft clutch target torque TTqSTA, the target shift load Fsft, the target select position tpSEL, and the assist clutch target torque TTqAST are transmitted from the power train control unit 100 to the hydraulic control unit 102, and the hydraulic control unit transmits the input shaft clutch target torque TTqSTA. To achieve this, the input shaft clutch actuator 22 is controlled to engage and release the first clutch C1.

  Further, the shift first actuator 23, the shift second actuator 24, the select first actuator 25, and the select second actuator 26 are controlled to operate the shift / select mechanism 27 so as to realize the target shift load Fsft and the target select position tpSEL. Thus, the shift position and the select position are controlled, and the first meshing transmission mechanism SC1, the second meshing transmission mechanism SC2, and the third meshing clutch are engaged and released.

  Further, the assist clutch actuator 30 is controlled so as to realize the assist clutch target torque TTqAST, and the second clutch C2 is engaged and released.

  Further, the hydraulic control unit 102 detects a position signal rpSTA indicating engagement / release of the input shaft clutch, a shift position signal rpSFT, and a select position signal rpSEL, and detects a position signal rtAST indicating engagement / release of the assist clutch. To the powertrain control unit 100.

  The assist torque STqAST is detected and transmitted to the powertrain control unit 100 using the communication means 103. As the assist torque detecting means, a torque sensor may be used, or estimation means based on parameters such as hydraulic pressure and position of the assist clutch actuator may be used.

  The power train control unit 100 receives the input shaft rotation speed Ni and the output shaft rotation speed No from the input shaft rotation sensor NSI and the output shaft rotation sensor NSO, respectively. Also, the P range, R range, N range, D A range position signal RngPos indicating a shift lever position such as a range, an accelerator pedal depression amount Aps, and an ON / OFF signal Brk from a brake switch for detecting whether or not the brake is depressed are input. For example, when the driver depresses the accelerator pedal with the shift range set to the D range or the like, the powertrain control unit 100 determines that the driver is willing to start and accelerate, and the driver depresses the brake pedal. When it is determined that the driver intends to decelerate and stop, the engine torque command value TTqENG, the input shaft clutch target torque TTqSTA, the target shift load Fsft, and the target select position tpSEL are set so as to realize the driver's intention. Set. Further, the engine speed command value TTqENG and the input shaft clutch target torque TTqSTA are set so as to set the shift speed from the vehicle speed Vsp calculated from the output shaft speed No and the accelerator pedal depression amount Aps and to execute the shift operation to the set shift speed. , Target shift load Fsft, target select position tpSEL, and assist clutch target torque TTqAST are set.

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

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

  FIG. 8 is a flowchart showing the control contents of the shift control by the automobile control apparatus according to the embodiment of the present invention.

  The contents of the shift control shown below are programmed in the computer 100c of the powertrain control unit 100 and are repeatedly executed at a predetermined cycle. That is, the following processes in steps 801 to 805 are executed by the powertrain control unit 100.

  In step 801, parameters are read. In step 802, the gear position is set from the vehicle speed Vsp and the accelerator pedal depression amount Aps. If the shift is not started, the process ends.

  In step 803, permission shift permission disapproval is determined from the accelerator opening, the estimated value of transmission input torque, the estimated value of engine torque, or the like. If assist shift permission is permitted, the process proceeds to step 804. If the assist shift is not permitted, the process proceeds to step 805.

  In step 804, assist shift control is executed and the process ends. In step 805, automatic MT shift control is executed. In step 805, the transmission input torque is reduced, the starting clutch is released, the gears are changed, the starting clutch is engaged again, and the shift control in a series of automatic MTs for returning the transmission input torque from the torque reduction is executed. finish.

  FIG. 9 is a flowchart showing the control content of the assist shift control by the vehicle control apparatus according to the embodiment of the present invention.

  In step 901, parameters are read and the process proceeds to step 902. In step 902 (gear release control), gear release control is executed to release the gear. In step 903, it is determined whether or not the gear release control is completed. If the gear release control is completed, the process proceeds to step 904, and if not completed, the process proceeds to step 910.

  In step 904 (rotation synchronization control), the assist clutch target torque is controlled so that the input rotation speed is synchronized with the rotation speed (target rotation speed) corresponding to the next gear. In step 905, it is determined whether or not the rotation synchronization control is completed. If the synchronization control is complete, the process proceeds to step 906, and if it is not completed, step 911 is executed.

  In step 906 (gear engagement control), gear engagement control is executed. In step 907, it is determined whether or not the gear engagement control is completed. If the gear engagement control is completed, the process proceeds to step 908. If the gear engagement control is not completed, step 912 is executed. In step 908 (assist torque release control), assist torque release control is executed. In step 909, it is determined whether or not the assist torque release control is complete. If the assist torque release control is complete, the process ends. If not completed, step 908 is executed again.

  In step 910, permission shift permission disapproval is determined from the accelerator opening, the estimated value of the transmission input torque, the estimated value of the engine torque, or the like. If the assist shift permission is permitted, the process proceeds to step 902 and gear release control is performed. Run again. If the assist shift is not permitted, the process ends.

  In step 911, whether or not to permit assist shift is determined from the accelerator opening, the estimated value of transmission input torque, or the estimated value of engine torque. If the assist shift is permitted, the process proceeds to step 904, and the rotation synchronization control is performed. Run again. If the assist shift is not permitted, the process ends. In step 912, assist shift permission disapproval is determined from the accelerator opening, the estimated value of the transmission input torque, the estimated value of the engine torque, or the like. If the assist shift permission is permitted, the process proceeds to step 906 and gear engagement control is performed. Run again. If the assist shift is not permitted, the process ends.

  FIG. 10 is a flowchart showing the contents of the timer indicating the elapsed time of the control contents of the shift control by the vehicle control apparatus according to the embodiment of the present invention.

  The contents of the timer shown below are programmed in the computer 100c of the powertrain control unit 100 and are repeatedly executed at a predetermined cycle. In other words, the following steps 1001 to 1004 are executed by the powertrain control unit 100.

In step 1001, it is determined whether the shift control is being performed. If the shift control is being performed, the process proceeds to step 1003. If the shift control is not being performed, the process proceeds to step 1002. In step 1003, it is determined whether or not release control is in progress (whether or not step 903 in FIG. 9 is being executed). If release control is being performed, the process proceeds to step 1004. If release control is not being performed, step 1002 is performed. Proceed to In step 1002, the gear release control timer Tmr_gop is cleared.
In step 1004, the gear release control timer Tmr_gop is counted up.

FIG. 11 shows an assist clutch control flowchart executed in step 902 (gear release control) in FIG. 9. Parameters are read in step 1101, and the process proceeds to step 1102. In step 1102, assist shift permission / non-permission is determined from the accelerator opening, the estimated value of the transmission input torque, the estimated value of the engine torque, or the like. If the assist shift is permitted, step 1103 is determined. Proceed to 1105.

  In step 1103, an assist clutch torque increase rate rtAST is calculated based on the function g1, and the process proceeds to step 1104. In step 1104, the assist torque command TTqAST is calculated from the assist clutch torque increase rate rtAST and the estimated value of the input torque of the transmission (hereinafter, estimated transmission input torque) STqINP, and the process ends.

  Here, the estimated transmission input torque STqINP is an input torque for the transmission, and is a value calculated from the estimated engine torque STqENG, the estimated inertia torque STqINA, and the like.

  In step 1105, the assist torque change amount dTTqAST is calculated based on the function g2, and the process proceeds to step 1106. In step 1106, the assist torque change amount dTTqAST is subtracted from the target assist torque TTqAST to calculate an assist torque command TTqAST, and the process proceeds to step 1107. In step 1107, the target assist torque TTqAST is compared with the estimated transmission input torque STqINP. If the assist torque command TTqAST is larger than the estimated transmission input torque STqINP, the process proceeds to step 1108. If the assist torque command TTqAST is smaller than the estimated transmission input torque STqINP, the process proceeds to step 1109.

  In step 1108, the estimated transmission input torque STqINP is substituted for the assist torque command TTqAST. In step 1109, it is determined whether the estimated assist torque STqAST is 0. If the estimated assist torque STqAST is 0, the process ends. When the estimated assist torque STqAST is not 0, the routine proceeds to step 1101.

  FIG. 12A shows a functional structure for calculating the assist torque increase rate rtAST in FIG. FIG. 12B shows a function structure for calculating the assist torque change amount dTTqAST in FIG.

  FIG. 12A shows an example of a set value of the function g1 in step 1103 of FIG. It is desirable that the set value of the function g1 in step 1103 in FIG. 11 is set to increase as the gear release control timer Tmr_gop progresses. Further, it is desirable to set for each magnitude of the estimated transmission input torque STqINP. Further, it is desirable to set the auto mode / manual mode separately for each gear position.

  FIG. 12B shows an example of a set value of the function g2 in step 1105 of FIG. The setting value of the function g2 in step 1105 in FIG. 11 is desirably set larger as the estimated transmission input torque TTqINP increases. It is desirable to set the auto mode / manual mode separately for each gear position.

  FIG. 13 shows a control flowchart of the engine torque executed in step 902 (gear release control) of FIG.

  In step 1301, parameters are read. In step 1302, the assist shift permission disapproval is determined from the accelerator opening, the estimated value of the transmission input torque, the estimated value of the engine torque, or the like. If the assist shift is permitted, the process proceeds to step 1303. If the assist shift is not permitted, the process proceeds to step 1304.

  In step 1303, the target engine torque TTqENG is calculated from the driver request torque TTqDRV, and the process ends.

  Here, the driver request torque TTDRV is a parameter that represents the driver's torque request, and may be obtained from, for example, a map based on the overall performance of the engine, or may be obtained from a transmission output torque requested by the driver. However, it may be obtained by other methods.

  In step 1304, the target engine torque TTqENG is calculated from the driver request torque TTDRV, and the process proceeds to step 1305.

  In step 1305, the target engine torque TTqENG is compared with the estimated assist torque STTqAST. If the target engine torque TTqENG is smaller than the estimated assist torque STTqAST, the process proceeds to step 1306. If the target engine torque TTqENG is larger than the estimated assist torque STTqAST, the process proceeds to step 1307.

  In step 1306, the estimated assist torque STTqAST is substituted for the target engine torque TTqENG, and the process ends.

  In step 1307, it is determined whether the estimated assist torque STqAST is 0. If the estimated assist torque STqAST is 0, the process ends. If the estimated assist torque STqAST is not 0, the routine proceeds to step 1301.

FIG. 14 shows the first control flowchart of the assist clutch executed in step 904 (rotation synchronization control) or step 906 (gear engagement control) in FIG. 9. Parameters are read in step 1401.

  In step 1402, assist shift permission disapproval is determined from the accelerator opening, the estimated value of the transmission input torque, the estimated value of the engine torque, or the like. If the assist shift is not permitted, the process proceeds to step 1406.

  In step 1403, an engine torque assist torque command TTqASTTE is calculated from the estimated engine torque STqENG, and the process proceeds to step 1404.

  In step 1404, the target assist torque TTqASTTI for the inertia torque is obtained from the target inertia torque TTqINA, and the process proceeds to step 1405.

  In step 1405, the target assist torque TTqAST is calculated from the target assist torque TTqASTTE for the engine torque and the target assist torque TTqASTTI for the inertia torque, and the process ends.

  In step 1406, a target assist torque change amount dTTqASTTE corresponding to the engine torque is calculated based on the function g3, and the process proceeds to step 1407.

In step 1407, the engine torque target assist torque change amount dTTqASTTE is subtracted from the engine torque target assist torque TTqASTTE to calculate the engine torque target assist torque TTqASTTE, and the process proceeds to step 1408.
In step 1408, the engine torque target assist torque TTqASTTE is compared with the estimated engine torque STqENG. If the engine torque assist torque command TTqASTTE is larger than the estimated engine torque STqENG, the process proceeds to step 1409. If the engine torque assist torque command TTqASTTE is smaller than the estimated engine torque STqENG, the process proceeds to step 1410.

  In step 1409, the estimated engine torque STqENG is substituted into the engine torque assist torque TTqASTTE, and the process proceeds to step 1411.

  In step 1410, the target assist torque change amount dTTqASTTI for the inertia torque is calculated based on the function g4, and the process proceeds to step 1411.

  In step 1411, the inertia torque difference assist torque change amount dTTqAST is subtracted from the inertia torque target assist torque TTqASTTI to calculate the inertia torque target assist torque TTqASTTI, and the process proceeds to step 1412.

  In Step 1412, the target assist torque TTqAST is calculated from the target assist torque TTqASTTE for the engine torque and the target assist torque TTqASTTI for the inertia torque, and the process proceeds to Step 1413.

  In step 1413, it is determined whether the estimated assist torque STqAST is 0. If the estimated assist torque STqAST is 0, the process ends. If the estimated assist torque STqAST is not 0, the routine proceeds to step 1401.

  FIG. 15A shows a function structure for calculating the target assist torque change amount dTTqASTTE corresponding to the engine torque of FIG. FIG. 15B shows a function structure for calculating the target assist torque change amount dTTqASTTI for the inertia torque of FIG.

  FIG. 15A shows an example of the set value of the function g3 in step 1406 of FIG.

  The setting value of the function g3 in step 1406 in FIG. 14 is desirably set larger as the value of the estimated engine torque STqENG increases. Further, it is desirable to set the auto mode / manual mode separately for each gear position.

  FIG. 15B shows an example of the set value of the function g4 in step 1410 of FIG.

  The setting value of the function g4 in step 1410 in FIG. 14 is desirably set larger as the value of the estimated engine torque STqENG increases. Further, it is desirable to set the auto mode / manual mode separately for each gear position.

  FIG. 16 shows an engine torque control flowchart executed in step 904 (rotation synchronization phase) or step 906 (gear engagement phase) in FIG.

  In step 1601, parameters are read.

  In step 1602, the target engine torque TTqENG is calculated from the driver request torque TTqDRV and the target inertia torque TTqINA, and the process ends.

FIG. 17 shows a control flowchart of assist torque control executed in step 908 (assist torque release control) in FIG. 9. Parameters are read in step 1701.

  In step 1702, a target assist torque change amount dTTqASTTE corresponding to the engine torque is calculated based on the function g5, and the process proceeds to step 1703.

  In step 1703, the engine torque target assist torque change amount dTTqASTTE is subtracted from the engine torque target assist torque TTqASTTE to calculate the engine torque target assist torque TTqASTTE, and the process proceeds to step 1704.

  In step 1704, the target assist torque change amount dTTqASTTI for the inertia torque is calculated based on the function g6, and the process proceeds to step 1705.

  In step 1705, the inertia torque target assist torque change amount dTTqASTTI is subtracted from the inertia torque target assist torque TTqASTTI to calculate the inertia torque target assist torque TTqASTTI, and the process proceeds to step 1706.

  In step 1706, the target assist torque TTqAST is calculated from the target assist torque TTqASTTE for the engine torque and the target assist torque TTqASTTI for the inertia torque, and the process proceeds to step 1707.

  In step 1707, the target assist torque TTqAST is compared with the estimated engine torque STqENG. If the target assist torque TTqAST is larger than the estimated engine torque STqENG, the process proceeds to step 1708. If the target assist torque TTqAST is smaller than the estimated engine torque STqENG, the process ends.

  In step 1708, the estimated engine torque STqENG is substituted for the target assist torque TTqAST, and the process ends.

  FIG. 18A shows a function structure for calculating the target assist torque change amount dTTqASTTE corresponding to the engine torque shown in FIG.

  18 (B) shows a functional structure for calculating the target assist torque change amount dTTqASTTI for the inertia torque of FIG.

  FIG. 18A shows an example of a set value of the function g5 in step 1702 of FIG.

  It is desirable that the set value of the function g5 in Step 1702 of FIG. 17 is set to increase as the estimated engine torque STqENG increases. Further, it is desirable to set the auto mode / manual mode separately for each gear position.

  FIG. 18B shows an example of a set value of the function g6 in step 1704 in FIG.

  The set value of the function g6 in step 1704 in FIG. 17 is desirably set larger as the estimated engine torque STqENG increases. Further, it is desirable to set the auto mode / manual mode separately for each gear position.

  FIG. 19 shows an engine torque control flowchart executed in step 909 (assist torque release control) of FIG.

  In step 1901, parameters are read. In step 1902, the driver request torque TTqDRV is substituted for the target engine torque TTqENG, and the process proceeds to step 1903.

  In step 1903, the target engine torque TTqENG is compared with the estimated assist torque STTqAST. If the target engine torque TTqENG is smaller than the estimated assist torque STTqAST, the process proceeds to step 1904. If the target engine torque TTqENG is greater than the estimated assist torque STTqAST, the process ends.

  In step 1904, the estimated assist torque STTqAST is substituted for the target engine torque TTqENG, and the process ends.

  FIG. 20 is a time chart when the control described in FIGS. 8 to 13 is performed.

  FIG. 20A is a time chart showing the accelerator opening. FIG. 20B is a time chart showing the shift position. FIG. 20C is a time chart showing transmission input torque, pre-shift gear, and assist torque. FIG. 20D is a time chart showing vehicle acceleration.

  Shifting is started at time t0, and increase of assist torque is started at time t1. As the assist torque increases, the first gear transmission torque decreases. Here, it is assumed that the accelerator is returned from time t1a over time t4a. At this time, assist shift is not permitted at time t3a, and assist torque release is started. During this time, since the transmission input torque is equal to or higher than the assist torque, no negative vehicle acceleration is generated in the vehicle acceleration (time t2a to t6a in FIG. 20E).

  FIG. 21 is a time chart when the control described in FIGS. 8 and 14 to 16 is performed.

  FIG. 21A is a time chart showing the accelerator opening. FIG. 21B is a time chart showing the shift position. FIG. 21C is a time chart showing transmission input torque, pre-shift gear, and assist torque. FIG. 21D is a time chart showing vehicle acceleration.

  Shifting is started at time t0, and increase of assist torque is started at time t1. As the assist torque increases, the first gear output torque decreases. The gear is released around the time t2 when the first-speed gear output torque becomes sufficiently small. When the assist torque is further increased at time t3 after the gear release is completed, the input shaft rotation speed starts decreasing (time t3 to time t3a in FIG. 21B).

  Here, it is assumed that the accelerator is returned from time t1a over time t3a. At this time, assist shift is not permitted at time t2a, and assist torque release is started. Here, since the amount of change is limited to the target assist torque, the assist torque is gradually released (time t2a to time t4a in FIG. 21D). Since the assist torque is released gently, there is no sudden change in vehicle acceleration (FIG. 21 (E), time t2a to time t4a). Further, the engine speed does not increase (near time t3a in FIG. 21B).

  Thereafter, the engine torque is reduced, the starting clutch is released, and the transmission input torque is reduced. Gear engagement is started at time t4 when the transmission input torque becomes sufficiently small. After the completion of gear engagement, at time t6, the start clutch is engaged and the engine torque is restored, and torque is transmitted using the second gear, thus completing the shift.

  FIG. 22 is a time chart when the control described in FIGS. 8 and 17 to 19 is performed.

  FIG. 22A is a time chart showing the accelerator opening. FIG. 22B is a time chart showing the shift position. FIG. 22C is a time chart showing transmission input torque, pre-shift gear, and assist torque. FIG. 22D is a time chart showing vehicle acceleration.

  Shifting is started at time t0, and increase of assist torque is started at time t1. As the assist torque increases, the first gear output torque decreases. The gear is released around the time t2 when the first-speed gear output torque becomes sufficiently small. When the assist torque is further increased at time t3 after the gear release is completed, the input shaft rotation speed starts decreasing (time t3 to time t3a in FIG. 22B). The gear engagement is started at time t4 when the input shaft rotational speed becomes the rotational speed corresponding to the gear after the shift. At time t5 when the gear engagement is completed, the assist torque release is started. Here, it is assumed that the accelerator is returned over time t6 from time t1a after time t5. Here, since the transmission input torque is greater than the assist torque from time t1a to time t6, a negative vehicle acceleration does not occur.

  FIG. 23 is a skeleton diagram of a second system configuration example showing an embodiment of a control apparatus for an automobile according to the present invention. In addition, the same code | symbol as FIG. 6 has shown the same part.

  This configuration example is different from the configuration example shown in FIG. 6 in that the configuration example shown in FIG. 6 is provided with a meshing clutch on the transmission input shaft 10, whereas FIG. A meshing clutch is disposed on the shaft side.

  FIG. 24 is a skeleton diagram of a third system configuration example showing an embodiment of an automobile control apparatus according to the present invention. In addition, the same code | symbol as FIG. 6 has shown the same part.

  This configuration example is different from the configuration example shown in FIG. 6 in that the configuration example shown in FIG. 6 transmits the torque of the engine 1 to the transmission input shaft SI by engagement of the input shaft clutch C1. On the other hand, this configuration example is configured by a twin clutch.

  That is, the engagement of the input shaft first clutch C1A as one of the transmission torque variable mechanisms transmits the torque of the engine 1 to the transmission first input shaft SIA, and the input shaft second as one of the transmission torque variable mechanisms. The torque of the engine 1 is transmitted to the transmission second input shaft SIB by engagement of the clutch C1B.

  The transmission second input shaft SIB is hollow, and the transmission first input shaft SIA penetrates the hollow portion of the transmission second input shaft SIB and rotates in the rotational direction with respect to the transmission second input shaft SIB. It is configured to be capable of relative movement.

  A first drive gear D1, a third drive gear D3, and a fifth drive gear D5 are fixed to the transmission second input shaft SIB, and are rotatable with respect to the transmission first input shaft SIA. ing. A second drive gear D2 and a fourth drive gear D4 are fixed to the transmission first input shaft SIA, and are rotatable with respect to the transmission second input shaft SIB. The input shaft first clutch C1A is engaged / released by the input shaft clutch first actuator 305, and the input shaft second clutch C1B is engaged / released by the input shaft clutch second actuator 306.

  Between the first driven gear G1 and the third driven gear G3, the first driven gear G1 is engaged with the transmission output shaft SO, or the third driven gear G3 is engaged with the transmission output shaft SO. A first transmission clutch SC13 is provided. Accordingly, the rotational torque transmitted from the first drive gear D1 or the third drive gear D3 to the first driven gear G1 or the third driven gear G3 is transmitted to the first transmission clutch SC13, and is transmitted via the first transmission clutch SC13. To the transmission output shaft SO.

  Further, between the second driven gear G2 and the fourth driven gear G4, the second driven gear G2 is engaged with the transmission output shaft SO, or the fourth driven gear G4 is engaged with the transmission output shaft SO. A third meshing clutch SC24 is provided. Accordingly, the rotational torque transmitted from the second drive gear D2 or the fourth drive gear D4 to the second driven gear G2 or the fourth driven gear G4 is transmitted to the third mesh clutch SC24, and the third mesh clutch SC24. To the transmission output shaft SO.

  Further, the fifth driven gear G5 is provided with a second meshing clutch SC5 that engages the fifth driven gear G5 with the transmission output shaft SO. Accordingly, the rotational torque transmitted from the fifth drive gear D5 to the fifth driven gear G5 is transmitted to the second meshing clutch SC5 and transmitted to the transmission output shaft SO via the second meshing clutch SC5.

  Thus, the rotational torque of the transmission first input shaft SIA and the transmission second input shaft SIB is transmitted to the first mesh clutch SC13, the second mesh clutch SC5, or the third mesh clutch SC24. The first meshing clutch SC13, the second meshing clutch SC5, or the third meshing clutch SC24 is moved in the axial direction of the transmission output shaft SO, and the first driven gear G1, It is necessary to engage with any one of the second driven gear G2, the third driven gear G3, the fourth driven gear G4, and the fifth driven gear G5, and the first driven gear G1, the second driven gear G2, and the third driven gear. To engage one of G3, the fourth driven gear G4, and the fifth driven gear G5 with the transmission output shaft SO, the first meshing clutch SC13 is used. Alternatively, one of the second meshing clutch SC5 and the third meshing clutch SC24 is moved, but the first meshing clutch SC13, the second meshing clutch SC5, or the third meshing clutch SC24. The shift / select mechanism 28 is operated by the shift first actuator 23, the shift second actuator 24, the select first actuator 25, and the select second actuator 26.

  For example, in the case where torque is transmitted to the transmission output shaft SO by the first drive gear D1 and the first driven gear G1, the transmission output by the first gear, the third drive gear D3, and the third driven gear G3. A case where torque is transmitted to the shaft SO is a third gear, and a case where torque is transmitted to the transmission output shaft SO by the fourth drive gear D4 and the fourth driven gear G4 is a fourth gear. In the upshift from the first gear to the third gear and the downshift from the third gear to the first gear, the input shaft first clutch C1A is released and the third mesh clutch SC24 is engaged. And shifting the fourth driven gear G4 from the engaged state by performing the same control as the assist clutch and shift in the embodiment shown in FIG. Possible it is.

  Further, for example, when torque is transmitted to the transmission output shaft SO by the second drive gear D2 and the second driven gear G2, the transmission is transmitted by the second gear, the fourth drive gear D4, and the fourth driven gear G4. The case where torque is being transmitted to the output shaft SO is the fourth gear, the fifth gear is the fifth gear, and the case where the torque is being transmitted to the transmission output shaft SO by the fifth driven gear G5 is the fifth gear. Then, in 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, the input shaft second clutch C1B is opened, and the second meshing clutch From the state in which SC5 and the fifth driven gear D5 are in the engaged state, the shift is performed by performing the same control as the assist clutch and shift in the embodiment shown in FIG. It is possible.

  FIG. 25 shows the torque transmission path of the transmission shown in FIG. The same reference numerals as those in FIG. 24 represent the same parts as those in FIG.

  Here, the path from the output shaft of the prime mover shown in FIG. 24 to the two clutches C1A and C1B and the two input shafts SIA and SIA are expressed in parallel, but actually, as shown in FIG. Are arranged coaxially.

  FIG. 25A shows, as an example, a gear transmission torque transmission path when shifting from the first gear to the third gear.

  In FIG. 25 (A), a torque transmission path (solid line in FIG. 25 (A)) for transmitting from the output shaft of the prime mover to the transmission output shaft via the gear train on the clutch C1B and the input shaft SIB is shown in FIG. The torque transmission path (FIG. 25 (FIG. 25)) is transmitted from the output shaft of the prime mover to the transmission operating force shaft via the gear train on the clutch C1A and the input shaft SIA. A) A dashed-dotted line) corresponds to the second torque transmission path in FIG.

  FIG. 25B shows, as an example, a gear transmission torque transmission path when shifting from the second gear to the fourth gear.

  In FIG. 25 (B), a torque transmission path (solid line in FIG. 25 (B)) for transmitting from the output shaft of the prime mover to the transmission output shaft via the clutch C1A and the gear train on the input shaft SIA is shown in FIG. The torque transmission path (FIG. 25 (FIG. 25)) is transmitted from the output shaft of the prime mover to the transmission operating force shaft via the clutch C1B and the gear train on the input shaft SIB. B) is equivalent to the second torque transmission path in FIG.

It is explanatory drawing which showed the torque transmission path | route. It is a time chart of assist shift. It is a time chart at the time of returning an accelerator foot at the time of gear release of assist shift. It is a time chart at the time of the accelerator foot return before the rotation synchronization of the assist shift to the gear engagement. It is a time chart at the time of returning an accelerator foot after the gear fastening of assist gear shifting. 1 is an overall configuration diagram of an automatic transmission according to an embodiment of the present invention. FIG. 7 is an input / output signal diagram among the powertrain control unit, the engine control unit, and the hydraulic control unit illustrated in FIG. 6. It is a control flowchart of the shift control means which constitutes an embodiment of the present invention. It is a control flowchart of an assist transmission control means. It is a flowchart of a gear release phase timer. It is an assist torque control flowchart at the time of gear release. It is a figure which shows the assist clutch torque increase rate map of FIG. 10, and an assist torque change amount table. It is an engine torque control flowchart at the time of gear release. It is an assist torque control flowchart from a rotation synchronization to before gear engagement. It is a figure which shows the target assist torque variation | change_quantity table for the engine torque of FIG. 14, and the target assist torque variation | change_quantity table for an inertia torque. It is an engine torque control flowchart from a rotation synchronization to before gear engagement. It is an assist torque control flowchart after gear engagement. FIG. 18 is a diagram showing a target assist torque change amount table for the engine torque and a target assist torque change table for the inertia torque shown in FIG. 17. It is an engine torque control flowchart after gear fastening. It is a time chart at the time of the gear release of this invention control application. It is a time chart before rotation fastening-gear fastening of control application of this invention. It is a time chart after the gear fastening of this invention control application. It is a whole block diagram of the automatic transmission which makes the 2nd Embodiment of this invention. It is a whole block diagram of the automatic transmission which makes the 3rd Embodiment of this invention. It is explanatory drawing which showed the torque transmission path | route figure at the time of the gear release of the automatic transmission of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Prime mover, 2, 2A, 2B ... Transmission, 22 ... Input shaft clutch actuator, 23 ... Shift 1st actuator, 24 ... Shift 2nd actuator, 25 ... Select 1st actuator, 26 ... Select 2nd actuator, 27 ... Shift / select mechanism, 30 ... assist clutch actuator, 41, 42 ... hub, 100 ... power train control unit, 101 ... engine control unit, 102 ... hydraulic control unit, AS ... power transmission mechanism, C1 ... first clutch, C2 ... 1st clutch, D ... Drive gear, G ... Driven gear, H ... Spline, L ... Sleeve, N ... Speed sensor, SC ... Shifting clutch mechanism, SE ... Motor output shaft, SI ... Input shaft, SM ... Intermediate shaft, SO ... Output shaft.

Claims (11)

A gear-type transmission having a plurality of gear pairs capable of transmitting torque from an input shaft for inputting engine torque to an output shaft for driving wheels, and a plurality of meshing transmission mechanisms; the engine output shaft; At least two transmission torque variable mechanisms provided between the output shafts of the transmission, and when switching the connection between the gear pair and the mesh transmission mechanism from the first connection to the second connection, A control apparatus for an automobile that controls the transmission and the transmission torque variable mechanism so as to temporarily transmit torque via one of the transmission torque variable mechanisms,
The transmission torque of the transmission torque variable mechanism is increased based on a shift command from the first connection to the second connection, and then the shift request using the transmission torque variable mechanism is requested before the shift is completed. A control apparatus for an automobile that controls the transmission so as to change a release control amount of the transmission torque variable mechanism per unit time according to a driving state of the vehicle when releasing the transmission torque variable mechanism. The automobile control device according to claim 1,
The driving state of the vehicle is a vehicle control device that is a transmission input torque. The automobile control device according to claim 1,
The driving state of the vehicle is an automobile control device that is an accelerator opening. The automobile control device according to claim 1,
The driving state of the vehicle is a vehicle control device that is vehicle acceleration. The automobile control device according to claim 1,
The driving state of the vehicle is an automobile control device that is a reduction ratio after the end of a gear shift. The automobile control device according to claim 1,
A control apparatus for an automobile that further changes the control amount at least once while the transmission torque variable mechanism is released. The automobile control device according to claim 1,
The vehicle control apparatus, wherein the release control amount is a transmission torque release amount of the transmission torque variable mechanism. The automobile control device according to claim 1,
The vehicle control apparatus, wherein the release control amount is a hydraulic pressure change amount of a hydraulic pressure that changes a transmission torque of the transmission torque variable mechanism. The automobile control device according to claim 1,
The vehicle control apparatus, wherein the release control amount is a current change amount of a current that changes a transmission torque of the transmission torque variable mechanism. The automobile control device according to claim 1,
The vehicle control apparatus, wherein the release control amount is a clutch position change amount of the transmission torque of the transmission torque variable mechanism. A gear-type transmission having a plurality of gear pairs capable of transmitting torque from an input shaft for inputting engine torque to an output shaft for driving wheels, and a plurality of meshing transmission mechanisms; the engine output shaft; At least two transmission torque variable mechanisms provided between the output shafts of the transmission, and when switching the connection between the gear pair and the mesh transmission mechanism from the first connection to the second connection, An automobile control method for controlling the transmission and the transmission torque variable mechanism to temporarily transmit torque via one of the transmission torque variable mechanisms,
The transmission torque of the transmission torque variable mechanism is increased based on a shift command from the first connection to the second connection, and then the shift request using the transmission torque variable mechanism is requested before the shift is completed. An automobile control method for controlling the transmission so as to change a release control amount of the transmission torque variable mechanism per unit time in accordance with a driving state of the vehicle when releasing the transmission torque variable mechanism.

Images