JP2013036474A - Power transmission control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power transmission control device improving feeling during gear change.SOLUTION: This power transmission control device controls a power transmission device by steps comprising: an initial step S31 of gradually increasing the magnitude of clutch torque Tc toward an initial value Tc0 larger than that in a disengaged state in a predetermined time when starting actuation of an actuator for increasing clutch torque toward an engaged state from the disengaged state; a feedback step S32 of performing feedback control of the actuator until at least an internal combustion engine rotation speed agrees with an ideal internal combustion engine rotation speed so that an internal combustion engine rotation speed curve determined by the internal combustion engine rotation speed input from an internal combustion engine rotation sensor and an elapsed time from the actuation start of a clutch approaches a target ideal internal combustion engine rotation speed curve; and a correction step S33 of correcting the initial value Tc0 on the basis of a value related to the magnitude of a difference between the internal combustion engine rotation speed in the feedback step S32 and the ideal internal combustion engine rotation speed.

Description

  The present invention relates to a control device for a power transmission device, and more particularly to a control device for a power transmission device having an automatic transmission.

  Vehicle transmissions include a manual transmission in which a driver performs a shifting operation and an automatic transmission in which the shifting operation is automatically performed. A general manual transmission includes a plurality of drive gears fixed to either an input shaft to which power is input from a power source (such as an internal combustion engine) or an output shaft that transmits power to a drive wheel of a vehicle. A plurality of idler gears that are always meshed with the drive gear and arranged to be freely rotatable on the output shaft or the input shaft, and a synchronizing device that is coupled after the gears on the input shaft and the output shaft are synchronously rotated, and Is often provided. Since this manual transmission is said to have good power transmission efficiency, the device that controls the output of the power source based on the manual transmission, and the disengagement of the clutch that is interposed between the power source and the automatic transmission. There is an automatic transmission in which a device that controls contact, a device that selects and switches gears, a control device that controls these devices, and the like are combined (for example, Patent Document 1).

  By the way, such an automatic transmission automatically generates power source output, shift stage selection / switching, and clutch connection / disconnection based on the running state of the vehicle, so that no shock or noise at the time of shifting occurs. As described above, the control is performed so that the vehicle occupant can comfortably and further improve the fuel consumption.

JP 2002-129997 A

  However, even if the control is performed as described above, the feeling of the passenger may be reduced due to individual variations, environmental changes or deterioration due to use. The individual variation is a variation derived from the molding accuracy of each part used in the transmission, a variation derived from the assembly accuracy, or the like. The environmental change is a difference caused by temperature, humidity, etc. that change due to changes in the time zone, season, region, or the like in which the vehicle is used. Deterioration is deterioration due to wear of parts caused by elapsed time of use (running).

  This invention is made | formed in view of the said situation, and makes it the subject which should be solved to provide the control apparatus of the power transmission device which can improve the feeling at the time of gear shifting.

The structural features of the invention according to claim 1 for solving the above-described problems are:
An internal combustion engine rotation sensor for measuring the rotational speed of the output shaft of the internal combustion engine;
It is a ratio of the rotational speed of the input shaft to the rotational speed of the output shaft, comprising an input shaft for transmitting power from the output shaft of the power source and an output shaft for transmitting the power to drive wheels of a vehicle. A transmission capable of adjusting the reduction ratio;
An input shaft rotation sensor for measuring the rotational speed of the input shaft of the transmission;
A joint state interposed between the output shaft of the power source and the input shaft of the transmission, and transmitting at least part of the power between the output shaft of the power source and the input shaft of the transmission; A clutch adjustable to a shut-off state that does not transmit the power;
An actuator for varying the clutch torque in the joined state;
A control device for controlling the power transmission device,
When starting the actuator to increase the clutch torque from the disconnected state to the joined state,
An initial step of gradually increasing the magnitude of the clutch torque in a predetermined time toward an initial value that is larger than the disengaged state;
The internal combustion engine rotational speed curve determined by the internal combustion engine rotational speed input from the internal combustion engine rotational sensor and the elapsed time from the start of operation of the clutch is at least so as to approach the target ideal internal combustion engine rotational speed curve. A feedback step of performing feedback control of the actuator until the internal combustion engine speed matches the ideal internal combustion engine speed;
A correction step of correcting the initial value used from the next time on the basis of a value related to the magnitude of the deviation between the internal combustion engine speed and the ideal internal combustion engine speed in the feedback step;
The power transmission device is controlled in a process having the following.

  According to a second aspect of the present invention, in the first aspect of the invention, the correction step is such that the correction torque approaches a value of the clutch torque when the engine speed and the ideal engine speed match. In addition, it is a step of correcting the initial value used from the next time. The degree of changing the magnitude of the clutch torque can be determined appropriately. For example, the correction can be performed by adding to the initial value a value obtained by multiplying the difference between the initial value and the clutch torque value to be approximated by some coefficient (preferably set in the range of 0 to 1).

  According to a third aspect of the present invention, there is provided a structural feature of the invention according to the first aspect, in which the correction step has a size of an area surrounded by the internal combustion engine speed curve and the ideal internal combustion engine speed curve. The correction is made accordingly. Here, the area is a value related to an average value of deviations in a section where deviations occur between two curves. For example, correction can be performed by adding a value obtained by multiplying the size of the area by a predetermined coefficient to the initial value.

  According to a fourth aspect of the present invention, in the first aspect of the invention, the correction step is characterized in that the initial value is determined according to a slope of the internal combustion engine speed curve and a slope of the ideal internal combustion engine speed curve. Is to correct. Here, as the slope, a deviation at a certain point in time can be adopted, a deviation can be obtained for the slopes of both curves, and an average value of the deviations can be adopted. Correction can be performed by adding to the initial value a value obtained by multiplying a value calculated based on the inclination by a predetermined coefficient.

  Further, the structural feature of the invention according to claim 5 is that, in the claims 1 to 4, the correction process is such that the elapsed time when the engine speed and the ideal engine speed match is shorter. The absolute value of the correction is increased.

  In the invention according to claim 1, the control device for controlling the power transmission device having the internal combustion engine, the internal combustion engine rotation sensor, the transmission, the input shaft rotation sensor, the clutch, and the actuator, When the operation of the actuator is started so as to increase the clutch torque toward the joined state, the power transmission device is controlled in a process having an initial process, a feedback process, and a correction process. In the initial step, the clutch is gradually increased toward the first purpose, in the feedback step, the actuator is feedback-controlled so that the internal combustion engine speed curve approaches the ideal internal combustion engine speed curve, and in the correction step, the internal combustion engine speed and the ideal internal combustion engine are controlled. Based on the value related to the magnitude of the deviation from the rotational speed, the initial value used from the next time is corrected. Therefore, in the next shift, the internal combustion engine speed of the internal combustion engine approaches the ideal internal combustion engine speed, and it is possible to improve feeling reduction due to individual variations, environmental changes or deterioration, and the like.

  In the invention according to claim 2, since the initial value used from the next time is corrected so as to approach the value of the clutch torque when the internal combustion engine speed and the ideal internal combustion engine speed coincide with each other in the correction process, Sufficient clutch torque can be applied, and the speed change operation can be completed quickly.

  In the invention according to claim 3, since correction is performed according to the size of the area surrounded by the internal combustion engine rotational speed curve and the ideal internal combustion engine rotational speed curve in the correction step, the internal combustion engine rotational speed is changed from the next time. The initial value can be corrected so as to approach the ideal internal combustion engine speed.

  In the invention according to claim 4, since the initial value is corrected in accordance with the inclination of the internal combustion engine speed curve and the inclination of the ideal internal combustion engine speed curve, the internal combustion engine speed becomes the ideal internal combustion engine speed from the next time. The initial value can be corrected so as to approach.

  In the invention which concerns on Claim 5, the absolute value of correction | amendment is enlarged, so that the elapsed time until an internal combustion engine rotational speed and an ideal internal combustion engine rotational speed correspond is short. The shorter the elapsed time, the greater the shock at the time of shifting, and the shorter the elapsed time, the greater the degree of correction, thereby promptly suppressing the occurrence of a sense of discomfort such as a shock.

It is a schematic block diagram of the power transmission device which the control apparatus of this embodiment controls. It is a control flowchart of the control apparatus of this embodiment. It is a control flowchart of the control apparatus of this embodiment. It is a time chart about the main components of a power transmission device controlled by the control device of this embodiment.

  A representative embodiment of the present invention will be described with reference to FIGS. A control device for a power transmission device according to the present embodiment (hereinafter referred to as “control device”) is mounted on a vehicle.

(Embodiment)
The power transmission device controlled by the control device 1 of the present embodiment has a configuration as shown in FIG. 1, for example. The power transmission device includes an internal combustion engine (E / G) 2, a transmission (T / M) 3, and a clutch (C / T) 4. E / G2 is one of well-known internal combustion engines, for example, a gasoline engine that uses gasoline as fuel and a diesel engine that uses light oil as fuel. The output shaft 11 of E / G2 is connected to the input shaft 31 of T / M3 via C / T4.

  T / M3 is one of known multi-stage transmissions that do not include a torque converter having a plurality of (for example, five) forward gears, one reverse gear, and a neutral gear. In T / M3, the shift speed is switched only by controlling the T / M actuator 33.

  The C / T 4 has one of known configurations (for example, a configuration in which two clutch plates abut and separate by adjusting the clutch stroke), and the input shaft 21 of the E / G 2 and the input of the T / M 3 It can be adjusted to a shut-off state where power is not transmitted to the shaft 31 and a joined state where power is transmitted. Hereinafter, for convenience of explanation, a state in which the rotations of the output shaft 21 of the E / G2 and the input shaft 31 of the T / M3 coincide with each other in the joined state is referred to as a “completely joined state”. This is called “semi-joined state”. In this vehicle, a clutch pedal is not provided. The state of C / T 4 is controlled by adjusting the clutch stroke by the C / T actuator 41.

  The output shaft 32 of the T / M 3 is connected to a differential mechanism (D / F) 6, and the D / F 6 is connected to a pair of left and right drive wheels. Note that a so-called final reduction mechanism may be interposed between the output shaft 32 of the T / M 3 and the D / F 6.

  Further, the power transmission device includes a wheel speed sensor 51 that detects the wheel speed of the drive wheel 7, an accelerator opening sensor 52 that detects the operation amount of the accelerator pedal AP, and a shift position sensor 53 that detects the position of the shift lever SF. A brake sensor 54 that detects whether or not the brake pedal BP is operated, a rotation speed sensor 55 that detects the rotation speed of the output shaft 21 of the E / G2, and a rotation speed that detects the rotation speed of the input shaft 31 of the T / M3. Sensor 56.

  And the control apparatus 1 of this embodiment controls the above-mentioned actuators 33 and 41 based on the information from the above-mentioned sensors 51-56, other sensors, etc., T / M3 gear position and Control the state of C / T4. In addition, the control device 1 controls the output (drive torque of the output shaft) of E / G2. The rotational speed of the output shaft 21 of the E / G2 is calculated from the measured value of the rotational speed sensor 55, the rotational speed of the input shaft 31 of the T / M3 is calculated from the measured value of the rotational speed sensor 56, and the T / M3 The rotational speed of the output shaft 32 is calculated from the measured value of the wheel speed sensor 51.

  The shift speed of T / M3 is the required torque Tr (T / M3 of T / M3) calculated based on the vehicle speed V obtained from the wheel speed sensor 51 and the amount of operation of the accelerator pedal AP by the driver obtained from the accelerator opening sensor 52. Torque based on the output shaft 22) and the position of the shift lever SF obtained from the shift position sensor 53. When the position of the shift lever SF is at a position corresponding to the “manual mode”, the gear position of T / M3 is basically set to the gear position selected by the driver by operating the shift lever SF. On the other hand, when the position of the shift lever SF is at the position corresponding to the “automatic mode”, the shift speed of the T / M3 is not operated based on the combination of the vehicle speed V and the required torque Tr. Automatically controlled. Hereinafter, the operation when the gear position of T / M3 is changed is referred to as “shift operation”. The start of the shift operation corresponds to the start of the movement of the member that moves in relation to the change of the gear position, and the end of the shift operation corresponds to the end of the movement of the member.

  C / T4 is normally maintained in a joined state (particularly, a completely joined state), and kept in a disconnected state during T / M3 shift operation and when the position of the shift lever SF is in the “neutral” position. Is done. C / T4 is a maximum value of torque that can be transmitted according to the clutch stroke adjusted by the C / T actuator 41 (hereinafter referred to as “clutch torque Tc”) in the engaged state (particularly in the semi-joined state). .) Is adjustable.

  The rotational speed of the input shaft 31 of T / M3 changes before and after the shift. It is necessary to synchronize the rotational speed of the output shaft 21 of the E / G2 with the rotational speed of the input shaft 31 of the T / M3. As a method of changing the rotation speed of the output shaft of the E / G2, in addition to controlling the E / G2 itself, the C / T actuator 41 is connected to the T / M3 input shaft 31 via the C / T4. Control is performed to change the clutch stroke of C / T4. During the speed change operation, a sudden change in the rotational speed of the input shaft 31 of the E / G2 causes a speed change shock, and if it is changed slowly and slowly, it takes too much time and acceleration is interrupted and there is a feeling of slip. Therefore, an ideal engine speed curve (ideal internal combustion engine speed curve) representing a target engine speed change of the output shaft 21 of E / G2 is set, and the speed of the output shaft 21 of E / G2 is set to the ideal engine speed. The control device 1 performs control so as to match the curve.

  For example, in the case of a shift operation from the 2nd speed to the 3rd speed, when a shift request to the 3rd speed is made while traveling at the 2nd speed, the C / T 4 is first shut off (decrease Tc). ). Thereafter, the T / M actuator 33 is operated to shift from the second speed to the third speed. During this time, E / G2 is controlled in synchronization with the rotational speed of the input shaft 31 of T / M3 corresponding to the third speed. In general, the speed change operation is performed so that the E / G2 is decelerated from the rotational speed corresponding to the second speed alone to the rotational speed corresponding to the third speed faster than the rotational speed corresponding to the third speed. The output shaft 21 is connected to the input shaft 31 of the T / M3 by C / T4 so as to be quickly matched. The connection between the output shaft 21 of E / G2 and the input shaft 31 of T / M3 is adjusted by the magnitude of the clutch torque applied to C / T4. The magnitude of the clutch torque is controlled by controlling the T / M actuator 41. The greater the clutch torque, the greater the degree of connection, and the speed of the output shaft 21 of the E / G2 can be quickly matched with the speed of the input shaft 31 of the T / M3, but the connection is too fast. If this is done, a large shock will be applied to the input shaft 31 of the T / M3, causing discomfort to the passenger.

  Here, the ideal engine speed curve is a design value arbitrarily determined at the design stage of the power transmission device. For example, when the speed change operation for suppressing the speed change shock is performed, the inclination angle of the curve is designed to be gentle so that the rotation speed of the output shaft 21 of the E / G2 is slowly changed. On the other hand, even if there is a certain amount of shift shock, when it is important to complete the shift operation promptly and reduce the interruption of acceleration, the inclination angle of the curve is designed to be tight. Then, the same ideal engine speed curve can be obtained at all speed changes (for example, 1st to 2nd speed, 4th speed to 5th speed), or different ideal engine speed curves at each speed change. Further, in a vehicle that can switch the speed change mode, for example, by switching between “normal mode” and “sport mode”, different ideal engine speed curves can be obtained.

  After the shift request, the control logic of the control device 1 of the present embodiment accompanying the shift operation will be described based on the flowcharts shown in FIGS. The control logic of the control device 1 during the shift operation is not limited to this. When there is a shift request, first, the control device 1 operates the C / T actuator 41 to put C / T 4 in a shut-off state (blocking step S1). Then, the gear position is switched by operating the T / M actuator 33 (switching step S2). Next, C / T4 gradually increases Tc from the cut-off state to the joined state (joining step S3).

  In the joining step S3, the operation of the C / T actuator 41 is started, and the magnitude of Tc is gradually increased toward the initial value Tc0 in a predetermined time (initial step S31). The initial value Tc0 and the predetermined time are design values like the ideal engine speed curve. Next, in the feedback step S32, the C / T actuator 41 is feedback-controlled so that the engine speed of the E / G2 (internal combustion engine speed) matches the ideal engine speed (ideal internal combustion engine speed) (C / The clutch torque Tc is varied by the T actuator 41). The feedback control can be performed by, for example, PI control or PID control. The feedback control is performed until the engine speed matches the ideal engine speed. After matching, based on a value related to the magnitude of the deviation between the engine speed and the ideal engine speed, a correction step S33 for correcting an initial value to be used next time is executed. When the next speed change operation is started, Tc0 used in the initial step S31 is not a design value but a corrected Tc0.

  FIG. 4 is a timing chart regarding the rotation speed (solid line) of the output shaft 21 of the E / G2 during the shifting operation, the rotation speed (solid line) of the input shaft 31 of the T / M3, and Tc (solid line). A dashed line is an ideal engine speed curve of the output shaft 21 of the E / G2. After the shift request, the cutoff step S1 is executed at time t1, and Tc is zero. Immediately after the switching step S2 is completed at time t2, the rotational speed of the output shaft 21 of the E / G2 does not match the rotational speed of the input shaft 31 of the T / M3 at that speed. Next, Tc is gradually increased to Tc0 by time t3 (predetermined time) in the initial step S31 of the joining step S3. The engine speed of E / G3 begins to decrease as Tc increases. Then, after Tc reaches Tc0 (after time t3), the feedback step S32 is executed. The feedback step S32 is completed at time t4 when the engine speed of E / G2 matches the ideal engine speed. In the correction step S33, Tc0 used in the initial step S31 is corrected based on Tc at t4. For example, a value obtained by multiplying the initial value Tc0 by a value obtained by multiplying the difference d between the clutch torque TcM at the time t4 and the initial value Tc0 by the coefficient α becomes the initial value Tc0 of the next initial step S31.

  According to the control device 1 of the present embodiment, if the power transmission device (vehicle) has the same configuration, the ideal engine speed curve is the same. However, the feeling reduction due to individual variation, environmental change, or deterioration is improved. be able to. Then, by correcting the initial value based on Tc when the feedback step S32 is completed, it becomes possible to give sufficient Tc from the beginning in the joining step S3, and the speed change operation can be completed quickly.

(Other embodiments)
The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, the power transmission device is not limited to the configuration shown in FIG. For example, a power transmission device having two clutches instead of one C / T (clutch) may be used. In that case, correction is performed separately for each clutch. In the shifting operation of one clutch, Tc0 is corrected based on Tr at time t4 during the shifting operation of the one clutch. The other clutch corrects Tc0 based on Tr at time t4 during the shifting operation of the other clutch.

  In addition, it is reflected in the correction in accordance with the size of the area of the area surrounded by the engine speed curve and the ideal engine speed curve (area shaded in FIG. 4). Further, the next Tc0 is corrected so that the absolute value of the correction increases as the elapsed time th from t3 when the feedback step S32 is started to t4 when the feedback step S32 is completed is shorter. Since it is considered that the shorter the elapsed time, the greater the shock at the time of shifting, the shorter the elapsed time, the greater the degree of correction, thereby promptly suppressing the occurrence of a sense of incongruity such as a shock.

  Alternatively, Tc0 is corrected according to the slope of the engine speed curve and the slope of the ideal engine speed curve, not Tc when the Fordback step S32 is completed.

1: control device,
2: Internal combustion engine (E / G), 21: Output shaft,
3: Transmission (T / M), 31: Input shaft, 32: Output shaft, 33: T / M actuator,
4: Clutch (C / T), 41: C / T actuator,
51: Wheel speed sensor, 52: Accelerator opening sensor, 53: Shift position sensor,
54: Brake sensor, 55, 56: Speed sensor,
6: Differential mechanism (D / F), 7: Drive wheel.

Claims (5)

An internal combustion engine;
An internal combustion engine rotation sensor for measuring the rotational speed of the output shaft of the internal combustion engine;
It is a ratio of the rotational speed of the input shaft to the rotational speed of the output shaft, comprising an input shaft for transmitting power from the output shaft of the power source and an output shaft for transmitting the power to drive wheels of a vehicle. A transmission capable of adjusting the reduction ratio;
An input shaft rotation sensor for measuring the rotational speed of the input shaft of the transmission;
A joint state interposed between the output shaft of the power source and the input shaft of the transmission, and transmitting at least part of the power between the output shaft of the power source and the input shaft of the transmission; A clutch adjustable to a shut-off state that does not transmit the power;
An actuator for varying the clutch torque in the joined state;
A control device for controlling the power transmission device,
When starting the actuator to increase the clutch torque from the disconnected state to the joined state,
An initial step of gradually increasing the magnitude of the clutch torque in a predetermined time toward an initial value that is larger than the disengaged state;
The internal combustion engine rotational speed curve determined by the internal combustion engine rotational speed input from the internal combustion engine rotational sensor and the elapsed time from the start of operation of the clutch is at least so as to approach the target ideal internal combustion engine rotational speed curve. A feedback step of performing feedback control of the actuator until the internal combustion engine speed matches the ideal internal combustion engine speed;
A correction step of correcting the initial value used from the next time on the basis of a value related to the magnitude of the deviation between the internal combustion engine speed and the ideal internal combustion engine speed in the feedback step;
A control device for a power transmission device that controls the power transmission device in a process including:   2. The power according to claim 1, wherein the correcting step corrects the initial value used from the next time onward so as to approach a value of the clutch torque when the internal combustion engine speed and the ideal internal combustion engine speed coincide with each other. Control device for transmission device.   2. The control device for a power transmission device according to claim 1, wherein the correction step performs correction in accordance with a size of an area surrounded by the internal combustion engine speed curve and the ideal internal combustion engine speed curve.   2. The control device for a power transmission device according to claim 1, wherein the correcting step corrects the initial value according to a slope of the internal combustion engine speed curve and a slope of the ideal internal combustion engine speed curve.   5. The correction step according to claim 1, wherein the correction step increases the absolute value of the correction as the elapsed time when the internal combustion engine speed matches the ideal internal combustion engine speed is shorter. Control device for power transmission device.

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