JP2008075718A - Vehicular gear shift control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a gear shift control device suppressing abnormal noise from a gear and shock while reducing a load on a synchronizing mechanism of a transmission when shifting a shift stage. <P>SOLUTION: The input rotation speed of a transmission 8 is detected, and also the output rotation speed of the transmission 8 is detected by an output rotation speed sensor 34 and a filter 40. When shifting from the shift stage under selection to a target shift stage, the output rotation speed is converted into the rotation speed on the input side of the transmission 8 based on a gear ratio of the target shift stage and also corrected by a correction amount according to traveling acceleration, thereby a converted rotation speed is found out. After the transmission 8 is brought into a neutral state, the target shift stage is selected when the input rotation speed is approximately matched with the converted rotation speed by controlling an electric motor 6. When a vehicle is in a more sudden deceleration state than a predetermined deceleration state, shift stage shifting timing is delayed behind a case where the vehicle is not in the more sudden deceleration state than the predetermined deceleration state. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle shift control device, and more particularly to a transmission shift control device for a transmission capable of selecting either a state in which any one of a plurality of shift speeds is selected or a neutral state in which no driving force is transmitted. .

  As a transmission mounted on a vehicle, a plurality of shift stages are provided between an input shaft and an output shaft that are provided in parallel, and any one of the shift stages is selected and driving force is not transmitted. A so-called parallel-shaft transmission that can select either the neutral state is known, and a shift control device that automatically switches the gear position in such a transmission is developed and put into practical use. Has been.

When switching gears in a parallel shaft type transmission, after disengaging the clutch interposed between the drive source and the transmission and deselecting the currently selected gear, the neutral state is established. In general, the target shift speed is selected, and such shift speed switching is performed while synchronizing the rotation with a synchro mechanism provided in each shift speed.
In order to reduce the burden on the synchro mechanism at the time of shifting the gear position, the selection of the gear position being used at that time is canceled and the transmission is set to the neutral state. A shift control device that selects a target shift stage when the input rotation speed of the machine substantially matches the input rotation speed obtained from the output rotation speed of the transmission and the gear ratio of the selected shift stage is, for example, a patent It is proposed by Document 1 and Patent Document 2.

The speed change control device of Patent Document 1 is applied to a parallel hybrid electric vehicle having an engine and an electric motor as drive sources, and an electric motor is disposed between the engine and the transmission, A clutch is disposed between the motor and the motor.
When there is a shift speed change request, this shift control device selects the selected shift speed after zeroing the drive torque transmitted from the engine and the motor to the transmission with the clutch engaged. Cancel to the neutral state. Then, by controlling the electric motor, the target shift speed is obtained when the input rotation speed of the transmission substantially matches the converted rotation speed on the transmission input side obtained from the output rotation speed of the transmission and the gear ratio of the target shift speed. Is supposed to be selected.

Further, the shift control device of Patent Document 2 is applied to a vehicle having only an engine as a drive source. When there is a request to change the gear position, the input rotation of the transmission is kept with the clutch kept in a connected state. The engine is controlled so that the difference between the output speed and the input rotational speed obtained from the transmission rotational speed of the transmission and the gear ratio of the selected gear is reduced, and the gears are switched at the timing when the difference becomes zero. Like to do.
JP 2004-150450 A Japanese Patent Application Laid-Open No. 6-264995

  When a vehicle equipped with such a shift control device is traveling at a reduced speed, the gear position is shifted down as the travel speed decreases according to a predetermined shift map. At this time, the engine and the motor are controlled. The control is performed so that the target shift speed is selected when the input rotation speed of the transmission substantially matches the converted rotation speed on the input side of the transmission determined from the output rotation speed of the transmission and the gear ratio of the target shift speed. Done.

However, since the vehicle is running at a reduced speed, the converted rotational speed decreases as the vehicle decelerates, while the input rotational speed of the transmission is controlled in an increasing direction as a result of the downshift. Even if the input rotational speeds are made to coincide with each other, an overshoot occurs in the input rotational speed of the transmission with respect to the converted rotational speed.
When such an overshoot occurs, gear squeal and shock may occur when the target shift speed is selected, and a problem arises that a large burden is imposed on the synchronization mechanism of the transmission.

In particular, the degree of overshoot increases with sudden deceleration, and gear squeal and shock are more likely to occur when the target gear is selected, and a greater burden is placed on the synchronization mechanism of the transmission. Take it.
Further, when the output rotational speed of the transmission used for obtaining the converted rotational speed is detected by an output rotational speed sensor attached to the output shaft of the transmission, the output shaft of the transmission is used as a driving wheel of the vehicle. Therefore, the output signal of the output rotation speed sensor contains a lot of high-frequency noise due to the influence of unevenness of the road surface. Therefore, a low-pass filter such as a first-order lag filter is used to remove such high-frequency noise.

However, since this low-pass filter outputs a signal with a delay relative to the input signal, when the vehicle is accelerating or decelerating, the output rotational speed of the transmission used for the shift stage switching control Changes with a delay from the actual change in the output speed.
Therefore, when the converted rotation speed is obtained from the output rotation speed of the transmission detected through such a low-pass filter, the speed change determined from the actual output rotation speed of the transmission and the gear ratio of the target gear stage when the vehicle is decelerated. The converted rotational speed decreases with a delay from the original rotational speed at which the input rotational speed of the transmission should be made coincident when the rotational speed on the machine input side, that is, the target shift speed is selected.

For this reason, when the engine or the electric motor is controlled so that the input rotational speed of the transmission matches the converted rotational speed when the vehicle is decelerated, the input rotational speed of the transmission is controlled to be larger than the rotational speed that should originally be matched. Thus, the degree of overshoot described above increases.
In other words, when the output rotation speed of the transmission is detected via a low-pass filter, overshoot of the input rotation speed when the input rotation speed of the transmission matches the converted rotation speed during vehicle deceleration is reduced. The degree will be greater. As a result, there is a problem that gear squeal and shock are likely to occur when the target shift stage is selected, and a large burden is imposed on the synchronization mechanism of the transmission.

  In particular, since the degree of delay in the detected output speed of the transmission from the actual output speed of the transmission increases as the speed decreases more rapidly, the increase in overshoot during the above-described rapid deceleration is further promoted. As a result, the occurrence of gear squeal and shock when the target gear stage is selected becomes more prominent, and a greater burden is also imposed on the synchronization mechanism of the transmission.

  The present invention has been made in view of such a problem, and an object of the present invention is to suppress the occurrence of gear squeal and shock while reducing the burden on the synchronization mechanism of the transmission at the time of shifting gears. An object of the present invention is to provide a shift control device.

  In order to achieve the above object, the vehicle transmission control device of the present invention is in any one of a state in which any one of a plurality of shift stages is selected and a neutral state in which no driving force is transmitted to the driving wheels of the vehicle. , A drive source for transmitting a driving force to the transmission, an input rotational speed detection means for detecting the rotational speed on the input side of the transmission and outputting it as an input rotational speed, and the transmission Output rotational speed detecting means for detecting the rotational speed on the output side, and outputting the output rotational speed, and the output rotational speed when the shift speed is changed from the selected gear position to the target gear position in the transmission. After obtaining the converted rotational speed obtained by converting the output rotational speed output by the detecting means into the rotational speed on the input side of the transmission based on the gear ratio of the target shift stage, and setting the transmission to the neutral state, the drive source By controlling the above input In the vehicle shift control device, comprising: a control unit that selects the target shift stage when the input rotation number output from the rotation number detection unit and the converted rotation number substantially coincide with each other. When the vehicle is in a deceleration state that is steeper than the predetermined deceleration state, the speed change timing is delayed as compared with the case where the vehicle is not in a deceleration state that is steeper than the predetermined deceleration state.

  According to the vehicle shift control apparatus configured as described above, the control means outputs the output output by the output rotation speed detection means when performing the shift speed change from the shift speed being selected by the transmission to the target shift speed. The rotation speed is converted into the rotation speed on the input side of the transmission based on the gear ratio of the target gear stage to obtain the converted rotation speed, and after the transmission is in the neutral state, the input rotation speed detection means is controlled by controlling the drive source The target gear position is selected when the input rotational speed output by the motor and the converted rotational speed substantially coincide with each other.

Then, when the vehicle is in a deceleration state that is steeper than the predetermined deceleration state, such shift stage switching is executed with a delay compared to when the vehicle is not in a deceleration state that is steeper than the predetermined deceleration state.
Further, in the above speed change control device, the output speed detecting means detects the speed on the output side of the transmission, performs a filtering process to remove a high frequency component, and outputs the output speed as the output speed. (Claim 2).

According to the vehicle transmission control apparatus configured as described above, the converted rotational speed is obtained based on the output rotational speed output from the output rotational speed detecting means after filtering processing to remove high frequency components.
The vehicle transmission control device further includes an acceleration detection means for detecting a travel acceleration of the vehicle, and the control means converts the number of rotations converted by a correction amount corresponding to the travel acceleration detected by the acceleration detection means. Is corrected (claim 3).

According to the vehicle shift control apparatus configured as described above, when the shift stage is switched from the shift stage currently selected by the transmission to the target shift stage, the drive source is controlled after setting the transmission to the neutral state. As a result, the target gear position is selected when the input rotational speed output from the input rotational speed detection means substantially coincides with the converted rotational speed corrected with the correction amount corresponding to the travel acceleration.
In order to achieve the above object, the vehicle shift control device according to the present invention includes a state in which any one of a plurality of shift stages is selected and a neutral state in which no driving force is transmitted to the drive wheels of the vehicle. A transmission capable of selecting the transmission, a drive source for transmitting a driving force to the transmission, an input rotational speed detection means for detecting the rotational speed on the input side of the transmission and outputting it as an input rotational speed, and the shift Output rotation speed detecting means for detecting the rotation speed on the output side of the machine and outputting it as an output rotation speed, and the input rotation at the time of switching the shift speed from the shift speed selected in the transmission to the target shift speed. After obtaining the converted rotational speed obtained by converting the input rotational speed output by the number detecting means into the rotational speed on the output side of the transmission based on the speed ratio of the target shift stage, and setting the transmission to the neutral state, the drive By controlling the source In the vehicular transmission control device, comprising: a control unit that selects the target gear position when the calculated rotation number and the output rotation number output by the output rotation number detection unit substantially coincide with each other. When the vehicle is in a deceleration state that is steeper than a predetermined deceleration state, the shift speed switching timing is delayed as compared to when the vehicle is not in a deceleration state that is steeper than the predetermined deceleration state.

  According to the vehicle transmission control apparatus configured as described above, the control means is configured to input the output output from the input rotation speed detection means when performing the shift speed change from the shift speed being selected by the transmission to the target shift speed. Convert the number of rotations to the number of rotations on the output side of the transmission based on the gear ratio of the target gear, obtain the converted number of rotations, put the transmission in the neutral state, and then control the drive source to output the converted number of rotations and output The target shift speed is selected when the output speed output by the speed detection means substantially matches.

Then, when the vehicle is in a deceleration state that is steeper than the predetermined deceleration state, such shift stage switching is executed with a delay compared to when the vehicle is not in a deceleration state that is steeper than the predetermined deceleration state.
Further, in the vehicle transmission control device, the output rotation speed detection means detects the rotation speed on the output side of the transmission, performs filtering to remove high frequency components, and outputs the output rotation speed as the output rotation speed. It is characterized (claim 5).

According to the vehicle transmission control apparatus configured as described above, when the output rotational speed output from the output rotational speed detection means and the converted rotational speed substantially coincide with each other after the filtering process is performed and the high frequency component is removed, the target A gear stage is selected.
The vehicle speed change control apparatus further includes an acceleration detection means for detecting a running acceleration of the vehicle, and the control means detects the output rotation speed output from the output rotation speed detection means by the acceleration detection means. The correction is performed with a correction amount corresponding to the travel acceleration.

According to the vehicle shift control apparatus configured as described above, when the shift stage is switched from the shift stage currently selected by the transmission to the target shift stage, the drive source is controlled after setting the transmission to the neutral state. Thus, the target gear position is selected when the converted rotational speed and the output rotational speed corrected with the correction amount corresponding to the traveling acceleration substantially coincide.
In any one of the vehicle transmission control devices described above, when the vehicle is traveling on an uphill road with a steeper slope than a predetermined slope, the control means is configured so that the vehicle is steeper than the predetermined deceleration state. Even in the deceleration state, the delay with respect to the timing of the shift stage switching is not performed (claim 7).

  According to the vehicle transmission control device configured as described above, when the vehicle is traveling on an uphill road with a steeper slope than a predetermined slope, even if the vehicle is in a deceleration state steeper than a predetermined deceleration state, There is no delay with respect to the gear change timing.

  According to the vehicle shift control device of the present invention, when the gear position is changed, the transmission is set to the neutral state and then the drive source is controlled to control the input rotation speed of the transmission and the output rotation speed of the transmission. The target shift speed is selected when the converted rotational speed converted to the input side of the transmission is substantially the same, and when the vehicle is in a deceleration state that is steeper than the predetermined deceleration state, the target deceleration stage is not in a deceleration state that is steeper than the predetermined deceleration state. Such a shift stage switching is executed after a delay.

If the deceleration state of the vehicle is abrupt, the shift speed change is executed with a delay, so the input rotation speed of the transmission corresponding to the shift speed before the shift speed change and the converted rotation speed corresponding to the target shift speed. The difference is reduced as compared with the case where the timing of shifting the gear position is not delayed.
As a result, since the amount of change in the input speed of the transmission when the drive source is controlled so that the input speed of the transmission matches the converted speed, the overshoot of the input speed with respect to the converted speed is reduced. It is possible to reduce the amount, and it is possible to suppress the occurrence of gear squeal and shock, and to reduce the burden on the synchro mechanism and improve the durability of the synchro mechanism.

  According to the vehicle transmission control apparatus of the second aspect, the converted rotational speed is obtained based on the output rotational speed output from the output rotational speed detecting means after filtering processing to remove the high frequency component. For this reason, as the vehicle decelerating state is steeper, the difference between the original rotational speed and the converted rotational speed at which the input rotational speed of the transmission should be matched increases with the filter processing of the output rotational speed detecting means. The degree of overshoot of the input rotational speed of the transmission with respect to the original rotational speed to be increased increases.

However, when the vehicle is decelerating suddenly, the gear change is executed with a delay, so the input rotation speed of the transmission corresponding to the gear before the gear change and the conversion corresponding to the target gear The difference from the rotational speed is reduced as compared with the case where the shift speed switching timing is not delayed.
Therefore, even if there is a delay in the change in the output speed of the transmission due to the filter processing of the output speed detecting means, it is possible to reduce the amount of overshoot of the input speed, so that the occurrence of gear squeal and shock And the durability of the synchro mechanism can be improved by reducing the burden on the synchro mechanism.

Further, according to the vehicle shift control device of the third aspect, when the shift stage is switched from the shift stage currently selected in the transmission to the target shift stage, the drive source is controlled after setting the transmission to the neutral state. As a result, the target gear position is selected when the input rotational speed output from the input rotational speed detection means substantially coincides with the converted rotational speed corrected with the correction amount corresponding to the travel acceleration.
Accordingly, even when the vehicle is running at a reduced speed, even if the output speed of the transmission output by the output speed detecting means changes after the change of the actual output speed by the filtering process, It is possible to obtain a converted rotational speed that substantially matches the converted rotational speed on the transmission input side obtained from the actual rotational speed on the output side of the transmission and the gear ratio of the target gear.

As described above, since the shift of the converted rotational speed itself is also suppressed, in combination with the reduction of the overshoot amount of the input rotational speed due to the delay of the shift speed change, it is possible to further suppress the occurrence of gear squeal and shock. In addition, it is possible to reduce the burden on the synchro mechanism and improve the durability of the synchro mechanism.
Alternatively, according to the vehicle gear change control apparatus of the present invention, when changing the gear position, after setting the transmission to the neutral state, the drive source is controlled to change the input rotational speed of the transmission to the output side of the transmission. The target gear is selected when the converted rotational speed converted into the value and the output rotational speed of the transmission substantially coincide with each other, and when the vehicle is in a deceleration state that is steeper than the predetermined deceleration state, the deceleration state is steeper than the predetermined deceleration state. Such a shift stage switching is executed after a delay.

When the vehicle is decelerating suddenly, the shift speed change is executed with a delay, so the converted rotation speed corresponding to the gear ratio before the shift speed change and the output rotation speed of the transmission corresponding to the target shift speed. The difference is reduced as compared with the case where the timing of shifting the gear position is not delayed.
As a result, the amount of change in the output rotational speed of the transmission when the drive source is controlled so that the converted rotational speed matches the output rotational speed of the transmission is reduced, so the converted rotational speed with respect to the output rotational speed of the transmission It is possible to reduce the amount of overshoot of the motor, and it is possible to suppress the occurrence of gear squeal and shock, and to reduce the burden on the synchro mechanism and improve the durability of the synchro mechanism.

  According to the fifth aspect of the present invention, the target speed when the output rotational speed output from the output rotational speed detecting means and the converted rotational speed substantially coincide with each other after the filtering process is performed and the high-frequency component is removed. A gear stage is selected. For this reason, the more sudden the vehicle is decelerating, the more the output rotation speed output from the output rotation speed detection means and the original output rotation speed of the transmission to which the converted rotation speed should coincide with the filter processing of the output rotation speed detection means. The difference with the number will increase.

However, when the vehicle is decelerating suddenly, the shift speed change is executed with a delay, so the converted rotational speed corresponding to the shift speed before the shift speed change and the output of the transmission corresponding to the target shift speed. The difference from the rotational speed is reduced as compared with the case where the shift speed switching timing is not delayed.
Therefore, even if there is a delay in the change in the output speed of the transmission due to the filter processing of the output speed detecting means, the amount of overshoot of the converted speed can be reduced. In addition, it is possible to reduce the burden on the synchro mechanism and improve the durability of the synchro mechanism.

Further, according to the vehicle shift control device of the sixth aspect, when the shift stage is switched from the shift stage currently selected in the transmission to the target shift stage, the drive source is controlled after setting the transmission to the neutral state. Thus, the target gear position is selected when the converted rotational speed and the output rotational speed corrected with the correction amount corresponding to the traveling acceleration substantially coincide.
Accordingly, even when the vehicle is accelerating or decelerating, even if the output rotational speed of the transmission output by the output rotational speed detecting means changes later than the actual rotational speed change on the output side of the transmission. An output rotational speed that is substantially equal to the actual rotational speed on the output side of the transmission can be obtained by correction.

As described above, since the shift in the output speed of the transmission itself is also suppressed, the generation of gear squeal and shock is further suppressed in combination with the reduction of the overshoot amount of the converted rotational speed due to the delay of the shift speed change. It is possible to reduce the burden on the synchro mechanism and improve the durability of the synchro mechanism.
According to the vehicle shift control device of claim 7, when the vehicle is traveling on an uphill road having a steeper slope than a predetermined slope, even if the vehicle is in a deceleration state that is steeper than a predetermined deceleration state, There is no delay with respect to the gear change timing.

  Therefore, when the traveling speed decreases during a deceleration traveling on a steep uphill road and the vehicle needs to be accelerated again, the shift stage for accelerating the vehicle is switched without delay, resulting in an acceleration delay. It is possible to prevent the vehicle from sliding down.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a main part configuration diagram of a hybrid electric vehicle 1 equipped with a shift control apparatus according to an embodiment of the present invention.
The input shaft of the clutch 4 is connected to the output shaft of the engine 2 which is a diesel engine. The output shaft of the clutch 4 is connected to an automatic transmission (hereinafter referred to as a transmission) via a rotating shaft of a permanent magnet type synchronous motor (hereinafter referred to as an electric motor) 6. 8) are connected, and in this embodiment, the engine 2 and the electric motor 6 correspond to the drive source of the present invention.

  The transmission 8 is provided with a transmission gear mechanism (not shown) that constitutes a forward gear and a reverse gear between the input shaft and the output shaft, and no neutral gear is selected. It is possible to switch between a state and a state in which one of the shift stages is selected, and the shift stage is switched while synchronizing the rotation of the transmission gear mechanism by a sync mechanism (not shown).

The output shaft of the transmission 8 is connected to the left and right drive wheels 16 via the propeller shaft 10, the differential device 12 and the drive shaft 14.
Therefore, when the clutch 4 is connected, both the output shaft of the engine 2 and the rotating shaft of the electric motor 6 can be mechanically connected to the drive wheels 16 via the transmission 8, and the clutch 4 is disconnected. Sometimes only the rotating shaft of the electric motor 6 can be mechanically connected to the drive wheels 16 via the transmission 8.

  The electric motor 6 operates as a motor when the DC power stored in the battery 18 is converted into AC power by the inverter 20 and supplied thereto, and after the driving torque is shifted to an appropriate speed by the transmission 8, the driving wheel is driven. 16 is transmitted. Further, when the vehicle is decelerated, the electric motor 6 operates as a generator, and kinetic energy generated by the rotation of the drive wheels 16 is transmitted to the electric motor 6 through the transmission 8 and converted into AC power, thereby generating regenerative braking torque. Then, the AC power is converted into DC power by the inverter 20, and then charged in the battery 18. The kinetic energy generated by the rotation of the drive wheels 16 is recovered as electric energy.

  On the other hand, the drive torque of the engine 2 is transmitted to the transmission 8 via the rotating shaft of the electric motor 6 when the clutch 4 is connected, and is transmitted to the drive wheels 16 after being shifted to an appropriate speed. It has become. Therefore, when the electric motor 6 operates as a motor when the driving torque of the engine 2 is transmitted to the driving wheels 16, the driving torque of the engine 2 and the driving torque of the electric motor 6 are respectively driven via the transmission 8. It will be transmitted to the wheel 16. That is, a part of the drive torque to be transmitted to the drive wheels 16 for driving the vehicle is supplied from the engine 2 and the remaining part is supplied from the electric motor 6.

When the charging rate (hereinafter referred to as SOC) of the battery 18 decreases and the battery 18 needs to be charged, the electric motor 6 operates as a generator, and the electric motor 6 is turned on using a part of the driving force of the engine 2. Power generation is performed by driving, and the generated AC power is converted into DC power by the inverter 20 and then the battery 18 is charged.
The vehicle ECU 22 (control means) performs connection / disconnection control of the clutch 4 and gear stage switching control of the transmission 8 in accordance with the operation state of the vehicle and the engine 2 and information from the engine ECU 24, the inverter ECU 26, and the battery ECU 28. At the same time, integrated control for appropriately driving the engine 2 and the electric motor 6 is performed in accordance with these control states and various driving states such as start, acceleration, and deceleration of the vehicle.

  In order to perform such control, the vehicle ECU 22 is provided in the transmission 8 in order to detect the travel speed of the vehicle, in addition to the accelerator opening sensor 32 that detects the depression amount of the accelerator pedal 30. 8, an output speed sensor 34 for detecting the output speed of the output side 8, an input speed sensor (input speed) that is mounted on the output shaft of the electric motor 6 and detects the input speed that is the input side speed of the transmission 8. Detection means) 36, an engine speed sensor 38 for detecting the speed of the engine 2, and the like are connected.

The engine ECU 24 performs various types of control necessary for the operation of the engine 2 itself, such as start / stop control of the engine 2, idle control, or regeneration control of an exhaust gas purification device (not shown), and an engine set by the vehicle ECU 22 The fuel injection amount and injection timing of the engine 2 are controlled so that the engine 2 generates the torque required for the engine 2.
On the other hand, the inverter ECU 26 controls the operation of the motor 6 by operating the motor 6 or the generator by controlling the inverter 20 based on the torque that should be generated by the motor 6 set by the vehicle ECU 22. In addition to receiving an output signal from a temperature sensor (not shown) that detects the temperature of the electric motor 6 and the inverter 20, the temperature of the electric motor 6 is sent to the vehicle ECU 22, and the operating state of the electric motor 6 and the inverter 20 is monitored. The information is sent to the vehicle ECU 22.

The battery ECU 28 detects the temperature of the battery 18, the voltage of the battery 18, the current flowing between the inverter 20 and the battery 18, obtains the SOC of the battery 18 from these detection results, and operates the battery 18. Is monitoring. Then, the obtained SOC and the operating state of the battery 18 are sent to the vehicle ECU 22 together with the detection result.
In the hybrid electric vehicle 1 configured as described above, an outline of control performed mainly by the vehicle ECU 22 in order to drive the vehicle is as follows.

  First, when the driver operates a change lever (not shown) from the neutral position to the drive position while the vehicle is stopped and the engine 2 is operating, the vehicle ECU 22 disengages the clutch 4 and is in the neutral state. The transmission 8 is switched to a state in which the gear position at the start of start is selected according to the shift map. When the driver depresses the accelerator pedal 30, the vehicle ECU 22 obtains a driving torque to be transmitted to the drive wheels 16 in order to start the vehicle according to the depression amount of the accelerator pedal 30 detected by the accelerator opening sensor 32. The output torque of the electric motor 6 is set on the basis of this driving torque and the gear stage being used in the transmission 8.

  The inverter ECU 26 controls the inverter 20 according to the output torque of the electric motor 6 set by the vehicle ECU 22, and the DC power of the battery 18 is converted into AC power by the inverter 20 and supplied to the electric motor 6. The electric motor 6 is actuated by the supply of AC power to generate a driving force, and the driving force of the electric motor 6 is transmitted to the driving wheels 16 via the transmission 8 to start the vehicle.

  When the vehicle starts to accelerate and the rotational speed of the electric motor 6 rises to the vicinity of the idle rotational speed of the engine 2, the clutch 4 can be connected to transmit the driving force of the engine 2 to the drive wheels, and the vehicle ECU 22 further The driving torque to be transmitted to the driving wheels 16 is determined for the acceleration of the vehicle and the subsequent driving. The drive torque is appropriately distributed between the output torque of the engine 2 and the output torque of the electric motor 6 according to the gear stage being used in the transmission 8, the driving state of the vehicle, etc., and the engine ECU 24 and the inverter ECU 26 are instructed. The transmission 8 and the clutch 4 are controlled as necessary.

  The engine ECU 24 and the inverter ECU 26 receive the output torque set by the vehicle ECU 22 to control the engine 2 and the electric motor 6, respectively. When the clutch 4 is connected, the output torque of the engine 2 and the electric motor 6 is transmitted via the transmission 8. While being transmitted to the drive wheels 16, the output torque generated by the electric motor 6 is transmitted to the drive wheels 16 via the transmission 8 when the clutch 4 is disengaged, and the vehicle travels.

  Further, at this time, the vehicle ECU 22 determines the amount of depression of the accelerator pedal 30 detected by the accelerator opening sensor 32 and the traveling speed obtained from the output side rotational speed of the transmission 8 detected by the output rotational speed sensor 34. The engine ECU 24 and the inverter ECU 26 are controlled so as to appropriately switch the shift speed of the transmission 8 according to a predetermined shift map and appropriately control the torque of the engine 2 and the electric motor 6 in accordance with the shift speed change. And the connection / disconnection of the clutch 4 is controlled.

  When the vehicle ECU 22 performs gear shift control for switching the gear position of the transmission 8 from the currently selected gear to the target gear, the output speed of the transmission 8 and the gear ratio of the target gear are determined. The electric motor 6 is controlled so that the calculated converted rotational speed on the input side of the transmission 8 and the actual rotational speed on the input side of the transmission 8 match, and the converted rotational speed and the actual rotational speed on the input side are obtained. The target shift speed is selected when they substantially coincide with each other so that smooth shift speed switching can be performed without imposing a burden on the synchro mechanism.

  FIG. 2 is a time chart showing the state of such shift stage switching control. From the upper stage, the actual clutch stroke of the clutch 4, the total torque instruction value of the engine 2 and the electric motor 8 transmitted to the transmission 8 is shown. , A command to the transmission 8 from the vehicle ECU 22, an on / off state of the rotational speed synchronization control of the engine 2 instructed from the vehicle ECU 22 to the engine ECU 24, and a rotational speed of the electric motor 6 instructed from the vehicle ECU 22 to the inverter ECU 26 The on / off state of synchronous control is shown.

First, when the vehicle ECU 22 determines to change gears according to a gear shift map at a time ta while the vehicle is traveling in a state where a certain gear (pre-switch gear) is selected, it is transmitted from the engine 2 and the electric motor 6 to the transmission 8. A command is output from the vehicle ECU 22 to the engine ECU 24 and the inverter ECU 26 so that the total torque is gradually reduced to 0 N · m.
In response to this command, the engine ECU 24 and the inverter ECU 26 control the engine 2 and the electric motor 6, and the torque transmitted to the transmission 8 gradually decreases toward 0 N · m. Then, the vehicle ECU 22 starts disengaging the clutch 4 at a time tb that is just before the torque transmitted to the transmission 8 decreases to 0 N · m.

  Even if the vehicle ECU 22 disconnects the clutch 4, the clutch 4 does not immediately become completely disconnected, and the clutch stroke of the clutch 4 changes as shown in FIG. Before the clutch 4 is completely disconnected, the torque transmitted to the transmission 8 is already 0 N · m, and the gear is removed even when the clutch 4 is not completely disconnected. Thus, the selection of the gear position can be canceled and the transmission 8 can be set to the neutral state. Therefore, at the time tc when the clutch stroke reaches the predetermined gear release start point, a control signal is output from the vehicle ECU 22 to the transmission 8 so as to release the currently selected shift stage and to enter the neutral state. Transition to the neutral state is performed in the transmission 8.

The gear release start point is obtained in advance by grasping the time from when the control signal is output so that the currently selected shift stage is released to the neutral state until the actual neutral state is established. The clutch 4 is set so as to be in a completely disengaged state when the neutral state is reached.
Accordingly, after the clutch 4 is completely disconnected, the transmission 8 is in the neutral state, and at the time td when the transmission 8 is in the neutral state, the vehicle ECU 22 sets the target gear position (in accordance with the shift map) to the transmission 8 ( A control signal is output so as to select the post-switching gear.

  At this time, the vehicle ECU 22 inputs to the inverter ECU 26 the input rotational speed of the transmission 8 detected by the input rotational speed sensor 36 based on the detected value of the output rotational speed sensor 34 and the gear ratio of the target gear stage. The torque of the electric motor 6 is instructed so as to coincide with the converted rotational speed on the side. That is, here, since the clutch 4 is already in a complete state and the torque of the engine 2 cannot be transmitted to the transmission, the rotational speed on the input side of the transmission 8 is converted to the converted rotational speed on the input side only by the electric motor 6. Rotational speed synchronization control is performed so as to match.

  The inverter ECU 26 receives this command and controls the electric motor 6 to adjust the torque transmitted to the transmission 8 so that the rotational speed on the input side of the transmission 8 approaches the converted rotational speed. When the deviation between the rotational speed and the converted rotational speed becomes a predetermined value (for example, several tens of rpm) or less, the switching to the target shift stage is completed. Since the rotational speed synchronization control by the electric motor 6 becomes unnecessary when the switching to the target gear stage is completed, this is finished.

After the switching to the target gear stage is completed, at time te, the vehicle ECU 22 controls the clutch 4 to a standby position where the clutch stroke is slightly in front of the clutch 4 in a half-clutch state.
The vehicle ECU 22 outputs a command to the engine ECU 24 to start the rotational speed synchronization control of the engine 2 at the time tc, that is, at the time when the control signal is output so as to put the transmission 8 in the neutral state.

  In this rotational speed synchronization control by the engine 2, the input rotational speed of the clutch 4, that is, the engine rotational speed detected by the engine rotational speed sensor 38 is detected by the output rotational speed of the clutch 4, that is, the input rotational speed sensor 36. The engine 2 is controlled to be equal to the input side rotational speed of the transmission 8. By such rotational speed synchronization control by the engine 2, the input side rotational speed and the output side rotational speed of the clutch 4 when the clutch 4 is connected are substantially matched to prevent shock when the clutch 4 is connected. .

The clutch 4 is connected after the switching to the target shift stage is completed. However, considering the responsiveness of the engine 2, the engine 2 starts the rotation speed synchronization control at the time tc. It is.
In this way, by performing the rotational speed synchronization control by the engine 2, the clutch 4 is controlled to the standby position at the time te, and then at the time tf, the input side rotational speed of the clutch 4 and the output side rotational speed of the clutch 4 are When the difference is equal to or less than a predetermined rotational speed difference (for example, several tens of rpm), the vehicle ECU 22 determines that the input side rotational speed of the clutch 4 and the output side rotational speed of the clutch 4 substantially coincide with each other, and the vehicle ECU 22 moves the clutch 4 from the standby position to the half clutch. Connect gradually in the state.

  When the clutch 4 is connected in this way and the clutch stroke of the clutch 4 reaches a predetermined torque return start position, the vehicle ECU 22 instructs the engine ECU 24 to end the rotation speed synchronization control by the engine 2. At the same time, the torque transmitted from the engine 2 and the electric motor 6 to the transmission 8 is gradually increased to the target torque required for traveling the vehicle at the target shift stage, and the respective torques are applied to the engine ECU 24 and the inverter ECU 26. Instruct.

When the torque transmitted from the engine 2 and the electric motor 6 to the transmission 8 reaches the target torque, the vehicle ECU 22 controls the clutch 4 so as to be in a fully connected state, and ends the shift stage switching control.
In the speed change control performed in this way, the output speed of the transmission 8 detected by the output speed sensor 34 is used, but the output shaft of the transmission 8 is connected to the drive wheels 16. Therefore, the output signal of the output rotation speed sensor 34 contains a lot of high-frequency noise due to the influence of vibration due to road surface unevenness and the like.

In particular, when the vehicle is such that the driving force output from the transmission 8 is transmitted to the drive wheels 16 via the propeller shaft 10 as in the present embodiment, torsional vibration is generated in the propeller shaft 10. The output signal of the output rotation speed sensor 34 includes more high frequency noise.
Therefore, in the gear position switching control, the output of the transmission 8 is obtained by performing a low-pass filter process using a first-order lag filter on the actual rotational speed on the output side of the transmission 8 detected by the output rotational speed sensor 34 to remove a high frequency component. It is used as the rotational speed.

  However, the output rotational speed subjected to the low-pass filter processing in this way changes with a delay from the actual rotational speed on the output side of the transmission. When calculated and used for rotational speed synchronization control of the electric motor 6, even if the rotational speed on the input side of the transmission 8 matches the converted rotational speed, the converted rotational speed obtained from the actual rotational speed on the output side of the transmission. Does not match. As a result, gear squeal and shock are generated when the target shift stage is selected in the shift stage switching control, and a load is imposed on the synchro mechanism.

FIG. 3 is a block diagram showing a part of the vehicle ECU 22 that performs the shift speed switching control with the rotation speed synchronization control of the electric motor 6 as described above, and has a function for solving such a problem. ing. This function will be described in detail below based on the block diagram of FIG.
As described above, the output signal of the output rotation speed sensor 34 includes high-frequency noise. First, the detection signal of the output rotation speed sensor 34 is input to the filter unit 40 in order to remove this high-frequency noise. The filter unit 40 is a first-order lag filter, and removes a high-frequency component included in a detection signal indicating the actual rotational speed Nout on the output side of the transmission 8 detected by the output rotational speed sensor 34 by low-pass filtering. It is like that. Therefore, the output rotation speed sensor 34 and the filter unit 40 correspond to the output rotation speed detection means of the present invention.

The output rotation speed Nof output after being filtered by the filter section 40 is sent to the converted rotation speed calculation section 42. By using the gear ratio of the target gear stage, the output rotation speed Nof is changed to the input side of the transmission 8. Converted to the rotation speed, the converted rotation speed Nic is obtained.
On the other hand, since the output rotation speed sensor 34 is originally provided for detecting the traveling speed of the vehicle, the output rotation speed Nof output after being subjected to the filter processing by the filter section 40 is the actual acceleration calculation section ( The actual acceleration Gr, which is the actual running acceleration, is obtained from the change over time.

The converted rotational speed Nic obtained by the converted rotational speed calculator 42 and the actual acceleration Gr determined by the actual acceleration calculator 44 are sent to the converted rotational speed corrector 46, and the actual acceleration Gr with respect to the converted rotational speed Nic. Correction according to the above is performed, and the converted rotational speed Niv is obtained.
The correction amount Nd corresponding to the actual acceleration Gr is the same as the actual acceleration Gr obtained by the actual acceleration calculation unit 44 from a map in which the actual acceleration Gr and the correction amount Nd are preset with a predetermined relationship as shown in FIG. It is set by reading the corresponding correction amount Nd.

As shown in FIG. 4, the correction amount Nd is 0 rpm in a region where the actual acceleration Gr is 0 m / s ² or more, and a value other than 0 rpm is set in a region where the actual acceleration Gr is negative. Yes. The region where the actual acceleration Gr is negative is the case where the vehicle is decelerating. In this embodiment, only when the vehicle is decelerating, the correction according to the actual acceleration Gr with respect to the converted rotational speed Nic is performed. ing.

  Even when the vehicle is accelerating, the output rotational speed Nof output after being filtered by the filter unit 40 changes with a delay from the actual rotational speed Nout on the output side of the transmission 8. When switching to the gear position, the clutch 4 is disengaged and the transmission 8 is set to the neutral state as described above. At this time, no driving force is transmitted to the driving wheels 16 and the vehicle is accelerated. Not done.

For this reason, if the converted rotational speed Nic is corrected according to the actual acceleration Gr obtained by the actual acceleration calculation unit 44 in a state where acceleration is not performed in this way, the converted rotational speed Nic is excessively corrected. As a result, consistency with the actual rotational speed cannot be obtained, and there is a possibility that appropriate shift speed switching control cannot be performed.
On the other hand, when switching to the target gear position when the vehicle is decelerating, even if the clutch 4 is disengaged and the transmission 8 is in the neutral state, the operation of the brake device (not shown) and the traveling uphill In such a case, the output side rotational speed Nof still changes with a delay from the actual rotational speed Nout on the output side of the transmission 8. Therefore, it is necessary to appropriately correct the converted rotational speed Nic according to the actual acceleration Gr.

Therefore, in the present embodiment, by setting the correction amount Nd as shown in FIG. 4, the converted rotational speed Nic is corrected according to the actual acceleration Gr only when the vehicle is decelerating when the actual acceleration Gr is negative. -ing
As shown in FIG. 4, in the present embodiment, the correction amount Nd increases in proportion to the change in the actual acceleration Gr, and the correction amount Nd is a constant value in a region where the absolute value of the actual acceleration Gr is larger than a predetermined value. It has become. This is because the correction amount Nd is changed in accordance with the change in the actual acceleration Gr within the range of the actual acceleration Gr that can occur during normal vehicle deceleration travel, and an excessive actual acceleration Gr is erroneously detected for some reason. This is a measure for preventing an abnormal correction amount from being set.

  The shift control unit 48 controls the electric motor 6 so that the converted rotational speed Niv thus obtained matches the input rotational speed Nin of the transmission 8 detected by the input rotational speed sensor 36, and the converted rotational speed. The target shift speed is selected when the deviation between the number Niv and the input rotational speed Nin becomes a predetermined value (for example, several tens of rpm) or less and the converted rotational speed Niv and the input rotational speed Nin substantially coincide.

By selecting the target shift speed in this way, the target shift speed can be selected smoothly without causing gear squealing or shock, reducing the burden on the synchro mechanism and improving the durability of the synchro mechanism. It becomes possible.
In particular, when the vehicle is such that the driving force output from the transmission 8 is transmitted to the drive wheels 16 via the propeller shaft 10 as in the present embodiment, the torsional vibration is applied to the propeller shaft 10 as described above. Therefore, the output signal of the output rotation speed sensor 34 includes more high frequency noise.

For this reason, a primary filter having a relatively large delay needs to be used for the filter unit 40. Even in such a case, gear squeal and shock can be prevented by correcting the converted rotational speed Nic according to the actual acceleration Gr. It is possible to smoothly select the target shift speed without generating the load, reduce the load on the synchro mechanism, and improve the durability of the synchro mechanism.
By the way, in such a shift stage switching control, the shift stage is switched according to a predetermined shift map as described above. This shift map is selected based on the depression amount of the accelerator pedal 30 and the traveling speed of the vehicle. There are shift speed maps for shifting up and shift maps for shifting down. In the present embodiment, shift map switching control is performed according to the flowchart shown in FIG.

The shift map switching control starts when electric power is supplied to the vehicle ECU 22 from a power source (not shown), and is repeatedly executed at a predetermined control cycle until the power supply from the power source is cut off.
When the shift map switching control is started, it is determined in step S1 whether or not the actual acceleration Gr obtained by the actual acceleration calculation unit 44 is smaller than a predetermined value C1.

The predetermined value C1 has a negative value, and corresponds to the negative acceleration of the vehicle when the vehicle is in a predetermined decelerating state, that is, the deceleration. In step S1, the actual acceleration Gr is negative. By determining whether or not the vehicle is smaller than the predetermined value C1, it is determined whether or not the vehicle is decelerating more rapidly than the predetermined deceleration state.
If it is determined in step S1 that the actual acceleration Gr is greater than or equal to the predetermined value C1, it is determined that the vehicle is not in a deceleration state that is steeper than the predetermined deceleration state, and the process proceeds to step S2 and the downshift is performed. Map SD1 is selected, and the current control cycle ends.

On the other hand, when it is determined in step S1 that the actual acceleration Gr is smaller than the predetermined value C1, it is determined that the vehicle is decelerating more rapidly than the predetermined deceleration state, and the process proceeds to step S3. It is determined whether the degree Ld is greater than a predetermined value C2.
The load degree Ld is obtained by reducing the percentage of the actual acceleration Gr with respect to the predicted acceleration from 100% by using the predicted acceleration predicted to generate the vehicle on the horizontal road surface and the actual acceleration Gr obtained by the actual acceleration calculation unit 44. Value. The predicted acceleration is obtained based on the fuel supply amount per unit time obtained from the engine ECU 24, the engine speed detected by the engine speed sensor 38, and the gear ratio of the gear stage before the gear stage switching.

As the slope of the uphill road on which the vehicle travels becomes steeper, the ratio of the travel acceleration that is actually generated to the travel acceleration that should be generated by the vehicle decreases, so that the degree of load Ld increases. This indicates that the slope of the uphill road is steep.
The predetermined value C2 corresponds to the degree of load when traveling on an uphill road with a predetermined gradient, and it is determined whether the load level Ld is greater than the predetermined value C2 in step S3, thereby It is determined whether or not the road is an uphill road with a steeper slope than a predetermined slope.

If it is determined in step S3 that the load Ld is greater than the predetermined value C2, it is determined that the gradient of the traveling uphill road is steeper than the predetermined gradient, and the process proceeds to step S2. The shift down map SD1 is selected with and the current control cycle is terminated.
On the other hand, if it is determined in step S3 that the load Ld is equal to or less than the predetermined value C1, it is determined that the slope of the uphill road that is running is not steeper than the predetermined slope, and the process proceeds to step S4. The shift down map SD2 is selected, and the current control cycle is terminated.

Such determinations in steps S1 and S3 are repeated every control cycle, and the shift-down map SD1 or SD2 for downshifting is selected as described above according to the determination result.
Here, the shift maps SD1 and SD2 will be described below. FIG. 6 shows the shift map SD1, and a shift down line (4) from the 5th speed to the 4th speed according to the depression amount of the accelerator pedal 30 and the traveling speed. ← 5) Shift down line from 4th speed to 3rd speed (3 ← 4) Shift down line from 3rd speed to 2nd speed (2 ← 3) and shift down line from 2nd speed to 1st speed (1 ← 2) ) Is set.

  Therefore, when the point determined by the depression amount of the accelerator pedal 30 and the traveling speed crosses the downshift line from the 5th speed to the 4th speed from the right side to the left side in the figure, the vehicle ECU 22 changes the transmission. Shift down the 8th gear from 5th gear to 4th gear. The same applies to the downshift line from the 4th speed to the 3rd speed, the downshift line from the 3rd speed to the 2nd speed, and the downshift line from the 2nd speed to the 1st speed. The corresponding downshift is performed when each of the downshift lines crosses each downshift line from right to left in the figure.

On the other hand, FIG. 7 shows a shift map SD2, and a shift down line from the fifth speed to the fourth speed (4 ← 5), from the fourth speed to the third speed, depending on the depression amount of the accelerator pedal 30 and the traveling speed. A downshift line (3 ← 4), a downshift line (2 ← 3) from the third speed to the second speed, and a downshift line (1 ← 2) from the second speed to the first speed are set.
Even when this shift map SD2 is used, a downshift is performed in the same manner as in the shift map SD1, but the shift down line of the shift map SD2 is a shift down line of the shift map SD1 indicated by a dotted line in FIG. On the other hand, the corresponding downshift lines are set so as to be shifted to the low speed side of the traveling speed. That is, when the traveling speed decreases as the vehicle decelerates, the timing of each downshift is delayed when the shift map SD2 is used rather than when the shift map SD1 is used.

  Therefore, when the shift control for shifting down the shift map is controlled as described above, it is determined that the vehicle is not decelerating more rapidly than the predetermined decelerating state, or the slope of the traveling uphill road is When it is determined that the vehicle is in a decelerating state steeper than the predetermined deceleration state and the slope of the running uphill is not steeper than the predetermined gradient as compared to the case where it is determined that the vehicle is steeper than the predetermined gradient In this case, the timing of shifting the gear position by the downshift is delayed.

In other words, if it is determined that the vehicle is in a deceleration state that is steeper than the predetermined deceleration state, the vehicle is in a predetermined state except when it is determined that the gradient of the traveling uphill road is steeper than the predetermined gradient. Compared with the case where it is determined that the vehicle is not in a deceleration state that is steeper than the deceleration state, the timing for shifting the gear position by downshifting is delayed.
FIG. 8 shows, as an example, how the input rotational speed Nin of the transmission 8 detected and output by the input rotational speed sensor 36 is changed during deceleration of the vehicle. Further, FIG. 8 shows the actual speed on the output side of the transmission 8 at that time, that is, the speed ratio of the target gear stage from the output speed Nout of the transmission 8 detected and output by the output speed sensor 34. The converted rotational speed on the input side of the transmission 8 obtained based on the above is shown as the virtual converted rotational speed Nx. For simplification, high-frequency noise that is considered to be included in the virtual conversion rotational speed Nx obtained from the rotational speed Nout on the output side is not shown for the sake of simplicity.

  At the time of shifting, the selection of the gear stage in use is canceled, and then the target gear stage is set when the input rotational speed Nin of the transmission 8 substantially matches the virtual conversion rotational speed Nx by the rotational speed synchronization control of the electric motor 6. When selected, it is possible to smoothly select the target gear position by preventing the occurrence of gear squeal and shock. However, in actuality, the converted rotation speed Nic based on the output rotation speed Nof output from the filter section 40 changes with a delay from the virtual conversion rotation speed Nx due to the delay of the filter section 40. As indicated by a two-dot chain line inside, it becomes larger than the virtual conversion rotational speed Nx.

Therefore, in the present embodiment, the converted rotational speed Nic that substantially matches the virtual converted rotational speed Nx is obtained by correcting the converted rotational speed Nic with the actual acceleration Gr as described above.
However, even if the converted rotational speed Niv that substantially matches the virtual converted rotational speed Nx is used for the shift stage switching control in this way, the motor 6 is controlled to convert the input rotational speed Nin of the transmission 8 into the converted rotational speed. When approaching Niv, as indicated by the alternate long and short dash line in FIG. 8, an overshoot of the input rotation speed Nin occurs with respect to the converted rotation speed Niv. It tends to occur.

In particular, in the case of shifting the gear position during vehicle deceleration, control is performed so that the input rotational speed Nin matches the reduced rotational speed Niv, so the degree of overshoot increases as the speed decreases more rapidly. It will be.
However, in this embodiment, as described above, when the vehicle is decelerating more rapidly than the predetermined deceleration state, the shift-down shift map is switched from the shift map SD1 to the shift map SD2. The timing is delayed.

That is, when the vehicle is not decelerating more rapidly than a predetermined deceleration state, for example, if the rotational speed synchronization control of the electric motor 6 is performed at the time of changing gears at time t1 in FIG. There is a difference in rotational speed of ΔN1 between the input rotational speed Nin and the hypothetical converted rotational speed Nx substantially equal to the converted rotational speed Niv.
On the other hand, when the vehicle is not decelerating more rapidly than the predetermined deceleration state, the timing of shifting the gear position is delayed by switching from the shift-down shift map SD1 to the shift map SD2, and therefore, for example, a time t2 later than the time t1. Thus, the rotational speed synchronization control of the electric motor 6 at the time of switching the gear position is performed.

  The converted rotational speed Niv corresponds to the speed ratio of the target gear stage, while the input rotational speed Nin corresponds to the speed ratio of the speed stage before switching, so the converted rotational speed Niv is smaller than the input rotational speed Nin. And the difference in rotational speed ΔN2 between the input rotational speed Nin of the transmission 8 and the virtual converted rotational speed Nx substantially equal to the converted rotational speed Niv becomes smaller than ΔN1 at time t2.

As a result, the fluctuation range of the input rotational speed of the transmission 8 in the rotational speed synchronization control of the electric motor 6 is smaller at the time t2 than at the time t1, and the converted rotational speed Niv of the input rotational speed Nin is correspondingly reduced. The amount of overshoot with respect to decreases.
Accordingly, when the vehicle is decelerating more rapidly than the predetermined deceleration state, the overshoot with respect to the converted rotation speed Niv of the input rotation speed Nin in the rotation speed synchronization control of the electric motor 6 is delayed by delaying the timing of gear shift. The amount can be suppressed, and the occurrence of gear noise and shock can be suppressed. Further, by suppressing the amount of overshoot, the burden on the synchro mechanism of the transmission 8 is reduced, and the durability of the synchro mechanism can be improved.

  Further, if the converted rotational speed for making the input rotational speed Nin of the transmission 8 approach is deviated from the virtual converted rotational speed Nx, the virtual converted rotational speed Nx even if such overshoot amount is suppressed. There is a possibility that the overshoot for is not sufficiently suppressed. In this regard, in the present embodiment, the converted rotational speed Nic that substantially matches the virtual converted rotational speed Nx is used for the rotational speed synchronization control of the electric motor 6 by correcting the converted rotational speed Nic with the actual acceleration Gr as described above. Therefore, coupled with the suppression of the overshoot amount, the generation of gear squeal and shock can be suppressed more reliably, and the burden on the synchronization mechanism of the transmission 8 can be reduced to reduce the synchronization. The durability of the mechanism can be improved.

Further, in the shift map switching control for downshifting, as described above, when the vehicle is traveling on an uphill road having a steeper slope than a predetermined slope, the shift map SD1 is not switched to the shift map SD2. The timing for changing the gear position is not delayed.
By performing the shift map switching control in this way, when the traveling speed decreases during deceleration traveling on a steep uphill road and it becomes necessary to accelerate the vehicle again, a shift stage for accelerating the vehicle is required. Switching is performed without a delay, and it is possible to prevent the vehicle from sliding down due to a delay in acceleration.

Although the description of the vehicle transmission control device according to one embodiment of the present invention has been completed above, the present invention is not limited to the above embodiment.
For example, in the above-described embodiment, the present invention is applied to a hybrid electric vehicle. However, the present invention can also be applied to a vehicle having only a power source as an engine.
In this case, in the configuration of FIG. 1, the electric motor 6 is eliminated and the output shaft of the clutch 4 is directly connected to the input shaft of the transmission 8, and the battery 18, inverter 20, inverter ECU 26, and The battery ECU 28 becomes unnecessary. Since the engine 2 is the only power source, the rotation speed on the input side of the transmission 8 can be adjusted only by the engine 2, so that the shift stage is switched without disconnecting the clutch 4.

  That is, when a gear change request is made, the torque transmitted to the transmission 8 by first controlling the engine 2 is set to 0 N · m, the selection of the gear currently being used is canceled, and the transmission 8 is Neutral state. Next, the engine 2 is controlled so that the input-side converted rotational speed obtained from the output-side rotational speed of the transmission 8 and the gear ratio of the target gear stage matches the input-side rotational speed of the transmission 8. The target gear position is selected when the converted rotation speed and the input rotation speed substantially coincide.

  Also at this time, by performing the shift-down shift map switching control in the same manner as in the above-described embodiment, if the vehicle is in a deceleration state that is steeper than a predetermined deceleration state, the timing for shifting the shift stage is delayed. In addition, the amount of overshoot of the input rotational speed Nin with respect to the converted rotational speed Niv can be suppressed, the occurrence of gear squealing and shock can be suppressed, and the burden on the synchronization mechanism of the transmission 8 can be reduced. Durability can be improved.

Further, at this time, the calculation of the converted rotational speed Nic based on the rotational speed on the output side of the transmission 8 and the correction of the converted rotational speed Nic according to the traveling acceleration can be performed in the same manner as in the above embodiment. Similarly to the embodiment, coupled with the suppression of the overshoot amount, it is possible to suppress the occurrence of gear squeal and shock when selecting the target shift stage more reliably.
Further, in this case, since the shift stage is switched without disengaging the clutch 4, the shift stage can be switched quickly and smoothly.

  Such switching of the gear position without disengagement of the clutch 4 can also be applied to the above-described embodiment for the hybrid electric vehicle 1. That is, the torque transmitted to the transmission 8 by controlling the engine 2 and the electric motor 6 is set to 0 N · m, the selection of the currently used shift stage is canceled, and the transmission 8 is set to the neutral state. Next, the electric motor 6 (or engine 2) is set so that the input-side converted rotational speed obtained from the output-side rotational speed of the transmission 8 and the gear ratio of the target gear stage matches the input-side rotational speed of the transmission. ), And the target gear position may be selected when the converted rotational speed and the input rotational speed substantially coincide.

  Also in this case, the shift map shift control for downshifting is performed in the same manner as in the above-described embodiment. In addition, the amount of overshoot of the input rotational speed Nin with respect to the converted rotational speed Niv can be suppressed, the occurrence of gear squealing and shock can be suppressed, and the burden on the synchronization mechanism of the transmission 8 can be reduced. Durability can be improved.

Further, at this time, the calculation of the converted rotational speed Nic based on the rotational speed on the output side of the transmission 8 and the correction of the converted rotational speed Nic according to the traveling acceleration can be performed in the same manner as in the above embodiment. Similarly to the embodiment, coupled with the suppression of the overshoot amount, it is possible to suppress the occurrence of gear squeal and shock when selecting the target shift stage more reliably.
Further, in this case, since the shift stage is switched without disengaging the clutch 4, the shift stage can be switched quickly and smoothly.

Even if the power source is not the engine 2 but only the electric motor 6, if the vehicle is configured such that the torque of the electric motor 6 is transmitted to the drive wheels 16 via the transmission 8, the drive source is only the engine 2. Similar to the case, the present invention can be applied to obtain the same effect.
Furthermore, in the above-described embodiment, the shift speed change timing is delayed by switching the shift down shift map, but the method of delaying the shift speed change timing is not limited to this.

For example, the shift map for shift down is not switched, and the corresponding shift stage is switched after a predetermined time has elapsed since the point determined by the depression amount of the accelerator pedal 30 and the travel speed crosses the shift down line in the shift map SD1. It may be delayed as described above.
In the above-described embodiment, the output rotation speed Nof output after being filtered by the filter section 40 is converted into the converted rotation speed Nic by the converted rotation speed calculation section 42, and then the actual rotation speed is converted by the converted rotation speed correction section 46. Although the correction is made according to Gr, the output rotation speed Nof output after being filtered by the filter unit 40 may be converted into the converted rotation speed after being corrected according to the actual acceleration Gr.

The correction amount for the output rotation speed Nof in this case is set according to the actual acceleration Gr in the same relationship as the correction amount Nd in the converted rotation speed correction unit 46 of the above embodiment. However, since the correction target is the output rotational speed Nof before conversion into the converted rotational speed, the magnitude of the correction amount is different from that in the above embodiment.
In this way, by correcting the output rotation speed Nof according to the actual acceleration Gr, the converted rotation speed Niv is corrected according to the actual acceleration Gr as a result, and the transmission 8 is similar to the above embodiment. The converted rotational speed Niv that substantially matches the virtual converted rotational speed Nx obtained from the actual rotational speed on the output side of the output can be obtained.

  Accordingly, the shift control unit 54 controls the electric motor 6 so that the converted rotational speed Niv thus obtained matches the input rotational speed Nin detected by the input rotational speed sensor 36, and the converted rotational speed Niv. And the input rotational speed Nin become a predetermined value (for example, several tens of rpm) or less, and when the converted rotational speed Niv and the input rotational speed Nin substantially coincide with each other, The target gear position can be selected smoothly without causing a shock, reducing the burden on the synchro mechanism and improving the durability of the synchro mechanism.

  In this case, the shift-down shift map switching control is the same as in the above embodiment, and when the vehicle is in a deceleration state that is steeper than a predetermined deceleration state, the shift stage switching timing is delayed, The amount of overshoot of the input rotational speed Nin with respect to the converted rotational speed Niv can be suppressed, and the occurrence of gear squealing and shock can be suppressed, and the burden on the synchronization mechanism of the transmission 8 can be reduced to improve the durability of the synchronization mechanism. Can be improved.

  In the above embodiment, when the output rotational speed of the transmission 8 is converted into a converted rotational speed corresponding to the rotational speed on the input side of the transmission 8, and the input rotational speed of the transmission 8 substantially matches the converted rotational speed. The target speed is selected, but the input speed of the transmission 8 is converted into a converted speed corresponding to the speed on the output side of the transmission based on the speed ratio of the target speed, and the output of the transmission The target shift speed may be selected when the rotation speed substantially matches the converted rotation speed.

A block diagram of such a modification is shown in FIG. In FIG. 9, the same reference numerals are given to portions common to the block diagram of the above-described embodiment shown in FIG. 3, and the converted rotation speed calculation unit 42 and the converted rotation speed correction unit 46 in the above embodiment perform output rotation. The number correction unit 50 and the converted rotation speed calculation unit 52 are replaced.
Here, the description of the parts common to the above embodiment is omitted, and the functions of the output rotation speed correction unit 50 and the converted rotation speed calculation unit 52 will be mainly described.

The output rotation speed correction unit 50 corrects the output rotation speed Nof output after being subjected to the filter processing by the filter section 40 according to the actual acceleration Gr obtained by the actual acceleration calculation section 44 and outputs the output rotation speed Nov. Output.
The correction amount for the output rotation speed Nof is set according to the actual acceleration Gr in the same relationship as the correction amount Nd in the converted rotation speed correction unit 46 of the above embodiment. However, since the correction target is the output rotational speed Nof before conversion into the converted rotational speed, the magnitude of the correction amount is different from that in the above embodiment.

On the other hand, the converted rotational speed calculation unit 52 converts the input rotational speed Nin of the transmission 8 detected by the input rotational speed sensor 36 into a conversion corresponding to the rotational speed on the output side of the transmission 8 based on the gear ratio of the target gear. It is converted into the rotation speed Noc and output.
The shift control unit 48 receives the output rotation speed Nov output from the output rotation speed correction unit 50 and the converted rotation speed Noc output from the converted rotation speed calculation unit 52, and the converted rotation speed Noc matches the output rotation speed Nov. When the electric motor 6 is controlled in such a manner that the deviation between the converted rotational speed Noc and the output rotational speed Nov becomes a predetermined value (for example, several tens of rpm) or less, and the converted rotational speed Noc substantially matches the output rotational speed Nov. Select a stage.

By doing so, as in the above embodiment, the target shift stage can be selected smoothly without causing gear squealing or shock, reducing the burden on the synchro mechanism and improving the durability of the synchro mechanism. Can do.
In this case, the shift-down shift map switching control is the same as in the above embodiment, and when the vehicle is in a deceleration state that is steeper than a predetermined deceleration state, the shift stage switching timing is delayed, The overshoot amount of the converted rotation speed Noc with respect to the output rotation speed Nov can be suppressed, the occurrence of gear squealing and shock can be suppressed, and the burden on the synchronization mechanism of the transmission 8 can be reduced to improve the durability of the synchronization mechanism. Can be improved.

Further, the rotational speed synchronization control of the electric motor 6 can be applied to the case where the power source is only the engine 2 or the electric motor 6 as described above, and the same effect can be obtained.
By the way, in the above embodiment, when the vehicle is not in the decelerating traveling state, the converted rotational speed is not corrected according to the actual acceleration Gr. However, the same correction may be performed even when the vehicle is not in the decelerating traveling state. good. In this case, the correction amount may be determined in accordance with the travel acceleration before the start of shifting of the gear position, and the converted rotational speed may be increased by this correction amount.

  In the case of shifting the gear position during vehicle acceleration, transmission of the driving force to the drive wheels 16 is interrupted at the time of gear shifting and the vehicle is no longer accelerated, so the converted rotational speed is set according to the actual acceleration Gr. If the correction amount is corrected as it is, the correction is excessively performed as described above, and the consistency with the actual rotational speed may not be obtained, and it may not be possible to perform appropriate shift speed switching control. .

  Therefore, when the converted rotational speed is corrected in accordance with the actual acceleration Gr even when the vehicle is not in a decelerating running state, it corresponds to the time that has elapsed since the clutch 4 was disengaged for changing the gear position. Therefore, it is necessary to change the correction amount. Further, when only the engine 2 or the electric motor 6 is used as a drive source, the gear stage is switched while the clutch 4 is connected, so that the time elapsed since the transmission 8 was set to the neutral state for the gear stage switching. Accordingly, processing such as changing the correction amount is required.

If the correction amount is set appropriately in this way, even when the vehicle is not in a decelerating running state, the converted rotation speed is corrected according to the actual acceleration Gr, so that there is no gear squeal or shock. Thus, the target gear position is selected, and the burden on the synchro mechanism can be reduced to improve the durability of the synchro mechanism.
In the embodiment described above, the converted rotational speed Nic is corrected by the correction amount Nd corresponding to the actual acceleration Gr to obtain the converted rotational speed Niv. However, the deceleration state of the vehicle is controlled by the brake device when braking the vehicle. The correction amount Nd may be changed in accordance with the braking force, the road surface gradient, and the like because it varies depending on the power, the road surface gradient during traveling, and the like.

In this case, for example, by changing the correction amount Nd so that the correction amount Nd increases as the braking force increases or the ascending slope of the uphill road increases, the converted rotational speed Niv is made closer to the virtual converted rotational speed Nx with higher accuracy. be able to.
On the other hand, also in the above modification, when the output rotation speed Nof output from the filter unit 40 is corrected by the correction amount Nd corresponding to the actual acceleration Gr to obtain the output rotation speed Nov, the correction amount Nd is similarly applied to the braking force. It may be changed according to the road surface gradient or the like. As a result, the output rotation speed Nov can be made closer to the actual rotation speed on the output side of the transmission 8 with higher accuracy.
Further, in the above embodiment, the rotational speed of the rotating shaft of the electric motor 6 is detected as the input rotational speed of the transmission 8 by the input rotational speed sensor 36. This is because the rotational speed of the electric motor 6 is controlled when the electric motor 6 is controlled. Since information is required, the rotational speed sensor that the motor 6 originally has is used to obtain the rotational speed information. Therefore, an input rotation speed sensor may be provided on the input shaft of the transmission 8 separately from such a rotation speed sensor. In this case, however, a new rotation speed sensor is required.

  Furthermore, in the above embodiment, the present invention is applied to a vehicle in which the driving force output from the transmission 8 is transmitted to the driving wheels 16 via the propeller shaft 10. The present invention is particularly useful in a vehicle having such a propeller shaft 8, but the present invention can also be applied to a vehicle not having a propeller shaft, and the same effects as those in the above embodiment can be obtained. Can do.

In the above embodiment, when the present invention is applied to a hybrid electric vehicle, the engine 2 is a diesel engine. However, the type of the engine is not limited to this. The motor 6 is also a permanent magnet type synchronous motor in the above embodiment, but the type of the motor is not limited to this.
Furthermore, although the first-order lag filter is used for the filter unit 40 in the above embodiment, the filter format is not limited to this. Further, the present invention is particularly effective when the filter unit 40 is provided, but even if the filter unit 40 is not provided, the amount of overshoot in the rotational speed synchronization control can be suppressed. It is possible to obtain the effect.

  In the above embodiment, the transmission 8 has five forward speeds and one reverse speed. However, the number of speeds is not limited to this, and one of a plurality of speeds is selected. Any transmission that can select the neutral state in which the transmission state is not selected and the transmission force is not transmitted to the drive wheels 16 without selecting any of the shift speeds may be used.

It is a principal part block diagram of the hybrid electric vehicle by which the transmission control apparatus which concerns on one Embodiment of this invention is mounted. It is a time chart which shows the condition in the case of gear stage switching control. It is a block diagram of the part which performs gear stage switching control in vehicle ECU. It is a graph which shows the relationship between the real acceleration Gr and the correction amount Nd. It is a flowchart of switching control of the downshift map. It is a figure which shows the shift map SD1 for a downshift. It is a figure which shows shift map SD2 for downshift. It is a graph which shows the change of input rotation speed Nin, virtual conversion rotation speed Nx, and conversion rotation speed Nic during deceleration of a vehicle. It is a block diagram which shows the modification of FIG.

Explanation of symbols

2 Engine (Power source)
6 Electric motor (drive source)
8 Transmission 10 Propeller shaft 16 Drive wheel 22 Vehicle ECU (control means)
34 Output rotational speed sensor (output rotational speed detection means)
36 Input rotational speed sensor (input rotational speed detection means)
40 Filter section (output rotation speed detection means)
44 Actual acceleration calculation unit (acceleration detection means)

Claims (7)

A transmission capable of selecting either a state in which any one of a plurality of shift speeds is selected or a neutral state in which driving force is not transmitted to driving wheels of the vehicle;
A drive source for transmitting drive force to the transmission;
An input rotational speed detection means for detecting the rotational speed on the input side of the transmission and outputting it as an input rotational speed;
An output rotational speed detection means for detecting the rotational speed on the output side of the transmission and outputting it as an output rotational speed;
The output rotational speed output by the output rotational speed detecting means when the speed stage is switched from the speed stage currently selected in the transmission to the target speed stage is determined based on the speed ratio of the target speed stage. After obtaining the converted rotational speed converted into the rotational speed on the input side and setting the transmission to the neutral state, the input rotational speed output by the input rotational speed detection means and the converted rotational speed are controlled by controlling the drive source. A vehicle shift control device comprising: a control means for selecting the target shift speed when
When the vehicle is in a deceleration state that is steeper than a predetermined deceleration state, the control means delays the timing for switching the gear stage more than in the case where the vehicle is not in a deceleration state that is steeper than the predetermined deceleration state. Shift control device.   2. The vehicle according to claim 1, wherein the output rotation speed detection means detects the rotation speed on the output side of the transmission, performs a filtering process to remove a high frequency component, and outputs the output rotation speed as the output rotation speed. Transmission control device. The apparatus further comprises acceleration detecting means for detecting the traveling acceleration of the vehicle,
The vehicular transmission control device according to claim 2, wherein the control means corrects the converted rotational speed by a correction amount corresponding to the travel acceleration detected by the acceleration detection means. A transmission capable of selecting either a state in which any one of a plurality of shift speeds is selected or a neutral state in which driving force is not transmitted to driving wheels of the vehicle;
A drive source for transmitting drive force to the transmission;
An input rotational speed detection means for detecting the rotational speed on the input side of the transmission and outputting it as an input rotational speed;
An output rotational speed detection means for detecting the rotational speed on the output side of the transmission and outputting it as an output rotational speed;
The input rotational speed output from the input rotational speed detecting means is changed based on the speed ratio of the target gear stage when switching the gear stage selected from the transmission to the target gear stage. After obtaining the converted rotational speed converted into the rotational speed on the output side and setting the transmission to the neutral state, the converted rotational speed and the output rotational speed output by the output rotational speed detection means by controlling the drive source A vehicle shift control device comprising: a control means for selecting the target shift speed when
When the vehicle is in a deceleration state that is steeper than a predetermined deceleration state, the control means delays the timing for switching the gear stage more than in the case where the vehicle is not in a deceleration state that is steeper than the predetermined deceleration state. Shift control device.   5. The vehicle according to claim 4, wherein the output rotational speed detection means detects the rotational speed on the output side of the transmission, performs a filtering process to remove a high frequency component, and outputs the output rotational speed as the output rotational speed. Transmission control device. The apparatus further comprises acceleration detecting means for detecting the traveling acceleration of the vehicle,
6. The vehicle according to claim 5, wherein the control means corrects the output rotational speed output from the output rotational speed detection means by a correction amount corresponding to the travel acceleration detected by the acceleration detection means. Transmission control device.   When the vehicle is traveling on an uphill road with a steeper slope than a predetermined slope, the control means is configured to respond to the timing for switching the gear position even if the vehicle is in a deceleration state that is steeper than the predetermined deceleration state. The vehicle shift control device according to any one of claims 1 to 6, wherein the delay is not performed.

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