JP2013036478A - Dual clutch type automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a dual clutch type automatic transmission which reduces the transmission shock and stabilizes the revolutions of an engine after a gear shift by controlling the deceleration of the revolutions of the engine in upshift.SOLUTION: A shift control device 80 of the dual clutch type automatic transmission 1 includes: a target transmission torque operation part 81 which the computes target transmission torque Tch of a high-speed stage side clutch 31 in upshift; an upshift controller 82 which controls the disengagement of a low-speed stage side clutch 32 and controls the high-speed stage side clutch 31 by controlling the target torque Tch of the high-speed stage side clutch 31 and controlling the synchronization of the engine speed Ne; and a deceleration suppressing torque controller 84 which suppresses the deceleration ΔNe of the engine speed Ne by making the low-speed stage side clutch 32 transmit deceleration suppressing torque Tu when the deceleration ΔNe of the engine speed Ne exceeds a target speed deceleration ΔNet.

Description

  The present invention relates to a dual clutch type automatic transmission having a plurality of clutches.

  The automatic transmission is used as a device that automatically changes the rotational driving force output by a prime mover such as an engine mounted on a vehicle. For example, Patent Documents 1 and 2 disclose a dual clutch type automatic transmission including a plurality of clutches. This dual-clutch automatic transmission realizes high-speed shift control by switching the engagement state of a plurality of clutches in advance when a shift stage scheduled for shift is established and a shift command is sent. . Further, automatic transmissions are required to reduce shift shocks that occur during shifting. For this reason, in the shift control, the engine speed is synchronized with the rotation speed of the input shaft provided with the drive gear that constitutes the gear stage that is scheduled to be shifted, and then the clutch corresponding to the input shaft is connected. The shock is suppressed.

  In the synchronous control of the engine speed in the shift control, in order to further suppress the shift shock when the clutch is connected, the engine speed may be synchronized with the input shaft speed at a predetermined change speed. is there. In such a case, the speed of change of the engine speed can be controlled by setting the transmission torque of the clutch to a predetermined target value. Since the transmission torque of the clutch varies depending on the degree of clutch engagement, it is adjusted by controlling the operation amount of the actuator that operates the clutch.

JP 2004-332840 A JP 2010-196745 A

  However, depending on the operating environment of the automatic transmission, the actual clutch transmission torque may increase or decrease with respect to the operation amount of the clutch actuator due to the influence of the ambient temperature or the like. Then, because the torque transmitted from the clutch fluctuates from the target value, the engine speed is delayed from the scheduled time or reaches the input shaft speed early. Regarding the fluctuations in the operation due to the operating environment of the automatic transmission, for example, the speed of change is calculated from the engine speed that is sequentially detected, and the operation amount of the actuator of the clutch is controlled based on this. Thus, some adjustment is possible.

  However, when the automatic transmission performs an upshift that shifts to a gear stage with a small gear ratio, the engine speed decreases once and the engine is controlled even if the operation amount of the clutch actuator is controlled. It is difficult to reduce the deceleration of the rotation speed. When synchronized earlier than planned, the speed of change (deceleration) of the engine speed when the clutch is connected is large, so after the clutch is connected, the engine speed is affected by the inertia of the engine. Numbers can become unstable.

  The present invention has been made in view of the above-described problem, and controls the deceleration of the rotational speed of the prime mover in an upshift, thereby reducing a shift shock and stabilizing the rotational speed of the prime mover after the shift. An object of the present invention is to provide a clutch type automatic transmission.

In order to solve the above-described problem, according to the first aspect of the present invention, the first input shaft and the second input shaft that are concentrically arranged, and the first driving shaft that transmits the rotational driving force of the prime mover to the first input shaft. A dual clutch having a clutch and a second clutch for transmitting the rotational driving force to the second input shaft; and a first clutch for shifting the rotational driving force transmitted to the first input shaft to establish an odd-numbered shift stage. A shift mechanism, a second shift mechanism that shifts the rotational driving force transmitted to the second input shaft to establish an even-numbered gear stage, and when a shift command is sent, the first clutch and the second clutch Among them, the first input shaft and the second input shaft of the second input shaft to perform a disconnection control to disconnect the clutch corresponding to the input shaft that is disconnected from the prime mover, of the first clutch and the second clutch, Above Connection control is performed to connect the clutch corresponding to the input shaft connected to the prime mover of one input shaft and the second input shaft when the rotational speed of the prime mover is synchronized with the rotational speed of the connected input shaft. A shift control device,
When the shift command is an upshift command, the shift control device calculates a target output torque obtained by multiplying the inertia of the prime mover by the target rotational speed deceleration of the prime mover in the upshift, and the current output torque of the prime mover A target transmission torque calculation unit that calculates a value obtained by subtracting the target output torque from the first input shaft and the second input shaft as the target transmission torque of the high speed stage clutch corresponding to the high speed stage input shaft. And controlling the disengagement control of the low speed stage side clutch, controlling the transmission torque of the high speed stage side clutch to the target transmission torque, and synchronizing the rotational speed of the prime mover with the rotational speed of the input shaft on the high speed stage side. Then, an up-shift control unit that controls connection of the high-speed stage side clutch, and a transmission torque of the high-speed stage side clutch is transmitted to the target transmission torque by the up-shift control unit. A deceleration calculation unit for calculating a deceleration of the number of revolutions of the prime mover when controlled by the engine, and a deceleration of the number of revolutions of the prime mover calculated by the deceleration calculation unit determines the target revolution number deceleration. A deceleration suppression torque control unit configured to transmit a deceleration suppression torque to the low-speed-stage clutch and suppress a deceleration of the rotational speed of the prime mover.

  According to a second aspect of the present invention, in the first aspect, the deceleration suppression torque is gradually increased while the deceleration of the rotational speed of the prime mover exceeds the target rotational speed deceleration.

  According to a third aspect of the present invention, in the first or second aspect, the deceleration suppression torque is controlled to be equal to or lower than a predetermined upper limit value.

  According to the first aspect of the present invention, when the shift command is an up-shift command, the shift control device for the dual clutch automatic transmission first controls disengagement of the low-speed-stage clutch, and the high-speed-stage clutch. Is controlled to the target transmission torque. As a result, the rotational speed of the prime mover approaches the rotational speed of the input shaft on the high speed stage side. The “target transmission torque” is a value obtained by subtracting the target output torque from the current output torque of the prime mover during the shift control. The “current output torque” of the prime mover can be calculated based on, for example, detected values such as the rotational speed of the prime mover and the accelerator opening, and the output torque characteristics of the prime mover. The “target output torque” of the clutch is a value obtained by multiplying the inertia (also referred to as the moment of inertia or inertia ratio) of the prime mover by the target rotational speed deceleration.

  Further, the “target rotational speed deceleration” is set in advance as a target value for the deceleration of the rotational speed of the prime mover when the automatic transmission performs an upshift to a predetermined shift stage. In other words, if the target engine speed deceleration is controlled so that the speed reduction of the prime mover does not exceed the target speed deceleration in the speed change control, the speed change shock can be reduced and the speed change control with a stable speed of the prime mover can be achieved. It is set to a possible value. Thus, the target output torque of the clutch corresponds to the deceleration torque that should be transmitted from the high-speed clutch in order to decelerate the rotational speed of the prime mover. Then, by subtracting this target output torque from the current output torque of the prime mover, the difference is calculated as the target transmission torque to be transmitted to the drive wheels. Then, the upshift control unit controls, for example, an actuator that operates the high speed side clutch to an operation amount corresponding to the calculated target transmission torque.

  Thus, the shift control device starts the above-described control as a reference shift control that does not cause a shift shock. Then, the rotational speed of the prime mover approaches the rotational speed of the input shaft on the high speed side while decelerating at the target rotational speed deceleration. Subsequently, the shift control device calculates a deceleration of the actual motor speed during the shift control by the deceleration calculation unit, and determines whether or not the deceleration exceeds the target rotation speed deceleration. If the actual speed reduction of the prime mover exceeds the target speed reduction, that is, if the speed of the prime mover is reduced earlier than planned, the deceleration suppression torque control unit causes the low speed stage. The clutch on the side is connected so that a predetermined torque is transmitted. Then, a predetermined torque is transmitted as a deceleration suppression torque from the low-speed stage input shaft rotating at a higher speed than the rotational speed of the prime mover. As a result, the rotational speed of the prime mover is controlled so as to approach the rotational speed of the input shaft on the high-speed stage side while the deceleration is suppressed and the speed is reduced again with the target rotational speed deceleration.

  In such a configuration, even when the rotational speed of the prime mover decreases earlier than planned due to the influence of the operating environment of the automatic transmission, the deceleration of the rotational speed of the prime mover can be suppressed. Therefore, the automatic transmission can decelerate the rotational speed of the prime mover with higher accuracy at the target rotational speed reduction when the automatic transmission performs an upshift that shifts to a gear stage having a small speed ratio. Therefore, the automatic transmission can suppress the occurrence of a shift shock even when the shift is completed, and can stabilize the rotational speed of the prime mover after the shift.

  According to the second aspect of the present invention, in the upshift transmission control by the transmission control device, the deceleration suppression torque is gradually increased while the deceleration of the prime mover exceeds the target rotational speed deceleration. Yes. Here, in the shift control by the automatic transmission, since the vehicle state including the rotational speed of the prime mover and the current output torque is changing every moment, the vehicle information is acquired in a short period of time, and the control according to the changing vehicle state It is common to do. For this reason, when the control for transmitting the deceleration suppression torque is performed in the shift control of the upshift, if it is necessary to continuously transmit the deceleration suppression torque, a certain value is added to the previous value. Alternatively, the deceleration suppression torque may be calculated. Thereby, for example, compared with the case where it is set according to the difference between the actual deceleration of the prime mover and the target rotational speed deceleration, it is possible to calculate the shift process more easily. The load on the automatic transmission can be reduced.

  According to the invention of claim 3, in the shift control of the upshift by the shift control device, the deceleration suppression torque is controlled to be equal to or less than a predetermined upper limit value. The control in which the deceleration suppression torque is transmitted from the low speed stage clutch by the deceleration suppression torque control unit reduces the shift shock when the clutch is engaged by slowing down the deceleration of the number of revolutions of the prime mover. . Therefore, if the deceleration suppression torque is increased, there is a possibility that the time required for the shift control becomes redundant while the shift shock is reduced, and the load on the dual clutch increases. Therefore, by setting the deceleration suppression torque to be equal to or lower than the upper limit value, it is possible to suppress the time required for the shift control and increase in the load on the dual clutch.

It is a skeleton figure which shows the whole structure of the transmission 1 in embodiment. It is a block diagram which shows a transmission control apparatus. It is a graph which shows the relationship between the transmission torque of a clutch, and a stroke. It is a flowchart which shows the basic process of upshift control. It is a flowchart which shows the initial process in upshift control. It is a flowchart which shows the deceleration suppression process in upshift control. 5 is a time chart showing temporal changes in engine speed and clutch transmission torque in upshift control.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of a dual clutch automatic transmission according to the present invention will be described below with reference to the drawings.

<Embodiment>
(Configuration of transmission 1)
The structure of the transmission 1 in this embodiment is demonstrated with reference to FIGS. The transmission 1 is a dual clutch type automatic transmission mounted on a vehicle. The transmission 1 includes a first input shaft 11, a second input shaft 12, a first auxiliary shaft 21, a second auxiliary shaft 22 that are rotatably supported by a case (not shown), and a rotational driving force of the engine 2. The dual clutch 30 that transmits the rotation to the rotation shaft, a plurality of shift gears 41 to 46, 51 to 56, 61 to 64 that are supported rotatably on the rotation shaft and constitute forward or reverse shift stages, and select each shift stage First shift mechanisms 70a, 70c, second shift mechanisms 70b, 70d, a shift control device 80, and various sensors 90-93. The above case supports each shaft by a plurality of bearings and contains lubricating oil to be supplied to the plurality of gears and sliding portions included in the first and second shift mechanisms 70a to 70d.

  The engine 2 is a drive source mounted on the vehicle, and corresponds to the “motor” of the present invention. The operation of the engine 2 is controlled by an ECU (Engine Control Unit) 3. The ECU 3 acquires various information from a shift control device 80 described later and vehicle information from various sensors 90 to 93. The ECU 3 adjusts the throttle opening and the fuel injection amount based on the vehicle information, and controls the rotational speed of the engine 2 (hereinafter referred to as “engine rotational speed Ne”). The engine speed sensor 90 is a sensor that measures the current engine speed Ne. The first input shaft rotational speed sensor 91 and the second input shaft rotational speed sensor 92 are the rotational speed of the first input shaft 11 (hereinafter also referred to as the first input shaft rotational speed Ni1) and the rotational speed of the second input shaft 12. (Hereinafter also referred to as “second input shaft rotational speed Ni2”) is detected. The vehicle speed sensor 93 detects the speed of the vehicle from the rotational speed of the driving wheel and the outer diameter of the driving wheel.

  The first input shaft 11 is a rotating shaft that is formed in a hollow shaft shape and is rotatably supported with respect to the case by a bearing. Further, a portion for supporting the bearing and a plurality of external splines are formed on the outer peripheral surface of the first input shaft 11. The first input shaft 11 is directly formed with a first speed drive gear 41 and a large-diameter fifth speed drive gear 45. An external spline is formed on the outer peripheral surface of the first input shaft 11, and a three-speed drive gear 43 is press-fitted into the external spline by spline fitting. Further, the first input shaft 11 is formed with a connecting shaft portion that is connected to the first clutch 31 of the dual clutch 30. Thus, the first input shaft 11 is fixedly provided with the drive gears 41, 43, 45 constituting a plurality of odd-numbered speed stages.

  The second input shaft 12 is formed in a hollow shaft shape, is rotatably supported on a part of the outer periphery of the first input shaft 11 via a plurality of bearings, and is rotatable with respect to the clutch housing of the case by the bearings. It is a rotating shaft supported by The second input shaft 12 is disposed concentrically with the first input shaft 11 so as to be relatively rotatable. Similarly to the first input shaft 11, a portion for supporting the bearing and a plurality of external gears are formed on the outer peripheral surface of the second input shaft 12. The second input shaft 12 is formed with a two-speed drive gear 42 and a large-diameter four-speed drive gear 44 (six-speed drive gear 46). The four-speed drive gear 44 is a gear that meshes with the four-speed driven gear 54 and the sixth-speed driven gear 56 and is used as a drive-side gear that constitutes the fourth and sixth speed stages. Further, the second input shaft 12 is formed with a connecting shaft portion that is connected to the second clutch 32 of the dual clutch 30. Thus, the second input shaft 12 is fixedly provided with the drive gears 42, 44, and 46 constituting a plurality of even-numbered speed stages.

  The first countershaft 21 is a rotating shaft that is disposed in parallel to the first input shaft 11 inside the case and is rotatably supported by the bearing with respect to the case. A final reduction gear 61 and a plurality of external splines are formed on the outer peripheral surface of the first countershaft 21. Hubs 71 of a first shift mechanism 70a and a second shift mechanism 70b described later are press-fitted into the external splines of the first countershaft 21 by spline fitting. The final reduction gear 61 is meshed with a ring gear 64 of a differential (differential mechanism). Further, the first countershaft 21 is formed with a support portion that supports the first-speed driven gear 51, the third-speed driven gear 53, the fourth-speed driven gear 54, and the reverse gear 63 so as to be freely rotatable.

  The second countershaft 22 is a rotating shaft that is arranged in parallel with the first input shaft 11 inside the case and is rotatably supported by the bearing with respect to the case. Further, similarly to the first countershaft 21, a final reduction gear 62 and a plurality of external splines are formed on the outer peripheral surface of the second countershaft 22. A hub 71 of a first shift mechanism 70c and a second shift mechanism 70d, which will be described later, and a parking gear 65 of a parking mechanism (not shown) are press-fitted into the external spline of the second countershaft 22 by spline fitting. In addition, the parking mechanism is a mechanism that maintains the stationary state of the vehicle by preventing the rotation of the shaft connected to the drive wheels by restricting the rotation of the parking gear 65 when the vehicle is stopped. It is. The final reduction gear 62 meshes with a differential ring gear 64. Further, the second countershaft 22 is formed with a support portion that supports the second-speed driven gear 52, the fifth-speed driven gear 55, and the sixth-speed driven gear 56 so as to be freely rotatable.

  The dual clutch 30 includes a first clutch 31 that transmits the rotational driving force of the engine 2 to the first input shaft 11, a second clutch 32 that transmits the rotational driving force of the engine 2 to the second input shaft 12, and a first clutch. A first actuator 33 for operating the motor 31 and a second actuator 34 for operating the second clutch 32. The dual clutch 30 is accommodated in the clutch housing of the case, and is provided concentrically with the first input shaft 11 and the second input shaft 12. The first clutch 31 is connected to the connecting shaft portion of the first input shaft 11, and the second clutch 32 is connected to the connecting shaft portion of the second input shaft 12.

  Then, the dual clutch 30 operates the first actuator 33 and the second actuator 34 based on a control command input from the transmission control device 80. As a result, the dual clutch 30 is controlled to be disconnected or connected by the transmission control device 80, and the first clutch 31 and the second clutch 32 are switched to be connected to the engine 2, respectively. Such a dual clutch type automatic transmission having the dual clutch 30 realizes a high-speed shift change by establishing a gear stage to be used next in advance and switching a clutch that transmits a rotational driving force. Yes.

  The reverse gear 63 is provided on the support portion of the reverse gear formed on the first countershaft 21 so as to be free-wheeling. Further, in the present embodiment, the reverse gear 63 is always meshed and rotationally connected to a small-diameter gear 52 a formed integrally with the second-speed driven gear 52. The ring gear 64 is meshed with the final reduction gear 61 and the final reduction gear 62 so as to be always rotationally connected to the first auxiliary shaft 21 and the second auxiliary shaft 22. The ring gear 64 constitutes a differential mechanism as a final gear in the transmission 1, and is connected to drive wheels via a drive shaft.

  The first and second shift mechanisms 70a to 70d are mechanisms that are controlled by the shift control device 80 to establish a shift stage according to the shift operation. In the present embodiment, the transmission 1 has first and second shift mechanisms 70a to 70d arranged at four locations, as shown in FIG. The first and second shift mechanisms 70a to 70d are different in the target of the transmission gear connected to the first countershaft 21 or the second countershaft 22 among the transmission gears. In the first shift mechanism 70a, the first-speed driven gear 51 constituting the first speed and the third-speed driven gear 53 constituting the third speed among the odd-numbered speeds are connected. In the second shift mechanism 70b, the fourth-speed driven gear 54 and the reverse gear 63 constituting the fourth speed among the even-numbered speeds are to be connected. In the first shift mechanism 70c, only the fifth-speed driven gear 55 constituting the fifth speed among the odd-numbered speeds is to be connected. In the second shift mechanism 70d, the second-speed driven gear 52 constituting the second speed and the sixth-speed driven gear 56 constituting the sixth speed among the even-numbered speeds are connected.

The first and second shift mechanisms 70 a to 70 d include a hub 71 and a sleeve 72. The hub 71 has a hollow disk shape in which an internal spline and an external spline are formed. The hub 71 is a member that is press-fitted into the external spline of the first countershaft 21 or the second countershaft 22 by spline fitting and rotates integrally with the press-fitted subshaft. The sleeve 72 meshes with the external spline of the hub 71 so as to be movable in the axial direction with respect to the hub 71. The sleeve 72 is slidable in the axial direction of the rotary shaft and can be engaged with the driven gears 51 to 56 of the shift stage or the piece gear portion of the reverse gear 63. When the sleeve 72 meshes with the piece gear portion of each gear, each gear is connected to the supported auxiliary shaft so as not to be relatively rotatable, and can rotate integrally. Further, when the sleeve 72 slides in the axial direction, a synchro ring (not shown) is urged to a gear to be connected, and the rotation speed of the gear is synchronized with the rotation speed of the auxiliary shaft, and then each gear and the auxiliary shaft are Can be connected.
As described above, the first shift mechanisms 70a and 70c shift the rotational driving force transmitted to the first input shaft 11 to establish an odd gear. Similarly, the second shift mechanisms 70b and 70d shift the rotational driving force transmitted to the second input shaft 12 to establish an even gear.

  The shift control device 80 exchanges information with each other by ECU 3 and CAN (Controller Area Network) communication, and performs a shift control of the transmission 1 based on a shift command from the ECU 3, acquired vehicle information, and the like. ). Therefore, the shift control device 80 outputs a control command to the operation mechanisms of the first shift mechanisms 70a and 70c and the second shift mechanisms 70c and 70d, and the connection state between the driven gear and the countershaft that constitutes a predetermined shift stage. The disconnected state is switched. Further, the transmission control device 80 outputs control commands to the first actuator 33 and the second actuator 34 of the dual clutch 30 to control the disengagement state and the connection state of the first clutch 31 and the second clutch 32. .

  Further, when a shift command is sent from the ECU 3, the shift control device 80 controls one of the first clutch 31 and the second clutch 32 to be disconnected and controls the other to be connected. Specifically, when an up-shift command for shifting to a gear position with a small gear ratio is sent from the second gear to the third gear, the following gear shift control is performed. First, the transmission control device 80 is configured such that the first input shaft 11 and the second input shaft 12 are separated from the engine 2 (that is, the second input shaft 12 to which the second-speed drive gear 42 at the second speed stage is fixed). The separation control for separating the second clutch 32 corresponding to () is performed.

  Subsequently, the shift control device 80 performs synchronous control to synchronize the engine speed Ne with the first input shaft speed Ni1 to be connected before connection control of the first clutch 31 is performed. When the engine speed Ne is synchronized with the first input shaft speed Ni1, the speed change control device 80 is connected to the engine 2 of the first input shaft 11 and the second input shaft 12 (that is, the third speed). Connection control is performed to connect the first clutch 31 corresponding to the first input shaft 11) to which the three-stage third-speed drive gear 43 is fixed.

  Here, in the upshift as described above, assuming that the vehicle speed before and after the shift is constant, the gear ratio is small, so the first input shaft rotational speed Ni1 is smaller than the second input shaft rotational speed Ni2. The engine speed Ne will be low before and after shifting. Therefore, simply switching the engagement state of the first clutch 31 and the second clutch 32 may increase the clutch load or cause a shift shock. Therefore, the shift control device 80 performs synchronous control to synchronize the engine rotational speed Ne with the first input shaft rotational speed Ni1 before controlling the connection of the first clutch 31 as described above.

  Further, the speed change control device 80 controls the deceleration ΔNe of the engine speed Ne in the upshift with the following configuration to reduce the shift shock and stabilize the engine speed Ne after the speed change. . As shown in FIG. 2, the shift control device 80 includes a target transmission torque calculation unit 81, an upshift control unit 82, a deceleration calculation unit 83, and a deceleration suppression torque control unit 84. The target transmission torque calculation unit 81 calculates the target transmission torque Tch of the high-speed disengagement side clutch in the shift control by [Equation 1] when the shift command sent from the ECU 3 is an upshift command. This "target transmission torque Tch" is a reference transmission torque that enables a shift with suppressed shift shock by controlling the transmission torque of the high speed disengagement side clutch to this torque after the release control of the low speed stage side clutch. is there.

[Equation 1]
Tch = Te-Ie · ΔNet
Tch: target transmission torque Te: current output torque Ie: inertia ΔNet: target rotational speed deceleration For this reason, the target transmission torque calculation unit 81 first sets the target rotational speed to the inertia Ie (also referred to as the moment of inertia or the inertia performance ratio) of the engine 2. The target output torque Tn of the high speed disengagement side clutch is calculated by multiplying the deceleration ΔNet. This “target speed deceleration ΔNet” is a value that is predetermined as a target value for the deceleration of the engine speed Ne in the upshift control. In other words, the target rotational speed deceleration ΔNet is set to a value that enables a shift with suppressed shift shock if the deceleration of the engine rotational speed Ne is controlled so as not to exceed the target rotational speed deceleration ΔNet in the upshift control. Has been.

  Next, the target transmission torque calculator 81 calculates the target transmission torque Tch by subtracting the target output torque Tn from the current output torque Te of the engine 2 during the upshift control. The “current output torque Te” of the engine 2 can be calculated based on, for example, detected values of the engine speed Ne, the accelerator opening, and the output torque characteristics of the engine 2. The target output torque Tn of the high speed disconnection clutch calculated as described above corresponds to the deceleration torque that should be transmitted from the high speed disconnection clutch in order to suitably reduce the engine speed Ne. That is, the target transmission torque Tch that is the difference between the current output torque Te and the target output torque Tn of the engine 2 corresponds to the torque transmitted to the drive wheels during the shift control.

  The upshift control unit 82 outputs a control command to the first actuator 33 and the second actuator 34 to control the engagement state of the first clutch 31 and the second clutch 32. More specifically, when the upshift control is started, a control command is output to the actuator of the low speed side clutch, and the low speed stage side clutch is controlled to be disconnected. Further, a control command is output to the actuator of the high speed side clutch, and the transmission torque of the high speed side clutch is controlled to the calculated target transmission torque Tch. At this time, so that the transmission torque of the high speed side clutch becomes the target transmission torque Tch, as shown in FIG. 3, from the relationship between the transmission torque of the clutch and the stroke (operation amount) of the actuator, the stroke Sh A control command is output. The up-shift control unit 82 controls connection of the high-speed side clutch when the engine speed Ne is synchronized with the high-speed side input shaft.

  Based on the engine speed Ne that is sequentially input from the ECU 3, the deceleration calculation unit 83 determines the engine speed Ne when the transmission torque of the high speed side clutch is controlled to the target transmission torque Tch by the upshift control unit 82. Deceleration ΔNe is calculated.

  The deceleration suppression torque control unit 84 adjusts the deceleration of the engine speed Ne by controlling the transmission torque of the low speed stage side clutch. Therefore, the deceleration suppression torque control unit 84 first determines whether or not the deceleration ΔNe of the engine speed Ne calculated by the deceleration calculation unit 83 exceeds the target speed deceleration ΔNet. When the actual engine speed Ne deceleration ΔNe exceeds the target engine speed deceleration ΔNet, the engine speed Ne is reduced earlier than planned. Therefore, the deceleration suppression torque control unit 84 connects the low speed stage side clutch so that a predetermined torque is transmitted. Then, a predetermined torque is transmitted as the deceleration suppression torque Tu from the low speed stage input shaft rotating at a higher speed than the engine speed Ne, and the deceleration ΔNe of the engine speed Ne is reduced.

(Upshift control by the shift control device 80)
The upshift control by the shift control device 80 will be described with reference to FIGS. In addition, here, a case where an upshift is performed from the second speed to the third speed is illustrated. That is, the input shaft and clutch on the low speed side are the second input shaft 12 and the second clutch 32, and the input shaft and clutch on the high speed side are the first input shaft 11 and the first clutch 31. With respect to the drive gears of the respective speed stages, the second speed second speed drive gear 42 is fixed to the second input shaft 12, and the third speed third speed drive gear 43 is fixed to the first input shaft 11. ing. Further, the shift control device 80 performs the upshift control by calling a control program for executing processing as shown in FIG. 4 every short period (for example, 6 [ms]).

  First, based on the upshift flag F, the shift control device 80 determines whether the upshift control is currently being performed (S101). Here, since the upshift control has not yet been started (S101: No), it is determined whether the shift command sent from the ECU 3 is an upshift command (S102). If this shift command is not an upshift command (S102: No), the process ends because no upshift is performed. It is assumed that an upshift command is currently sent from the ECU 3 (S102: Yes). In this case, upshift control is started and initial processing is executed (S103), and an upshift flag F is set (S104).

  Here, the initial process of the upshift control in S103 will be described. First, as shown in FIG. 5, the target transmission torque calculation unit 81 obtains the inertia Ie of the engine 2 and the target rotational speed deceleration ΔNet from the ECU 3 (S201). Then, the target output torque Tn is calculated by multiplying the inertia Ie of the engine 2 by the target rotational speed deceleration ΔNet (S202). Further, the target transmission torque calculation unit 81 acquires the current output torque Te from the ECU 3 (S203). Subsequently, the target output torque Tn is subtracted from the current output torque Te, and this is set as the initial value of the transmission torque Tc1 of the first clutch 31 that is the high speed stage clutch (S204). Further, the second clutch 32, which is a low-speed side clutch, is set to 0 as an initial value of the transmission torque Tc2 of the second clutch 32 in order to perform once-off control in the upshift control (S205). In this way, the transmission control device 80 initializes the transmission torques Tc1 and Tc2 of the clutches 31 and 32 by the target transmission torque calculator 81, and ends the initial process.

  Subsequently, as shown in FIG. 4, the shift control device 80 controls the clutch by the upshift control unit 82 based on the transmission torque Tc1 of the first clutch 31 and the transmission torque Tc2 of the second clutch set by the initial process. (S106). That is, the operation amount of the first actuator 33 is controlled so that the first clutch 31 on the high speed stage side has the transmission torque Tc1 (= target transmission torque Tch). Further, the operation amount of the second actuator 34 is controlled so that the transmission torque Tc2 becomes 0, that is, the disengaged state of the second clutch 32 on the low speed stage side.

  As described above, the transmission control device 80 sets the respective transmission torques Tc1 and Tc2 as appropriate so that the engine speed Ne is set to the rotation of the first input shaft 11 on the high speed side as the upshift control that does not cause a shift shock. Synchronous control is performed to synchronize with the number. Subsequently, it is determined whether the engine speed Ne is synchronized with the first input shaft speed Ni1 (S107). Here, it is assumed that the synchronous control is not completed (S107: No), and the first upshift control process is terminated.

  The shift control device 80 calls again the control program related to the upshift control and determines whether the upshift control is currently being performed (S101). Here, since the upshift flag F is set and the upshift control has already been started (S101: Yes), a deceleration suppression process for the engine speed Ne is executed (S105). In this deceleration suppression process, the transmission torques Tc1 and Tc2 of the clutches 31 and 32 are set as in the initial process of S103. Details of setting of the transmission torques Tc1 and Tc2 in the deceleration suppression process will be described later.

  Subsequently, the shift control device 80 controls the clutch based on the transmission torques Tc1 and Tc2 of the clutches 31 and 32 set by the deceleration suppression process (S106). Here, when the transmission torque Tc2 of the second clutch 32 is set to a value other than 0, since the deceleration ΔNe of the engine speed Ne exceeds the target speed deceleration ΔNet, the deceleration suppression torque in S106. The control unit 84 controls to reconnect the second clutch 32 on the low speed stage side that has been controlled to be disconnected.

  Then, it is determined whether the engine speed Ne is synchronized with the first input shaft speed Ni1 (S107). If the synchronous control has not been completed (S107: No), the current upshift control process is terminated. As described above, the control program related to the upshift control is called a plurality of times, and by repeating S101 to S106, the engine speed Ne approaches the first input shaft speed Ni1 on the high speed side and synchronizes. (S107: Yes). Then, the upshift control unit 82 controls the disengagement of the second clutch 32 on the low speed side (S108) and controls the connection of the first clutch 31 on the high speed side (S109). Thus, the upshift from the second speed to the third speed is completed, the upshift flag F is returned (S110), and the upshift control process is terminated.

  Here, the deceleration suppression processing for the engine speed Ne in S105 will be described. First, as shown in FIG. 6, the deceleration suppression torque control unit 84 acquires threshold values Nt1 and Nt2 which are preset constants (S301). The threshold values Nt1 and Nt2 are values that serve as criteria for determining whether or not to correct the transmission torques Tc1 and Tc2 of the clutches 31 and 32 with respect to the deceleration of the engine speed Ne. This threshold value Nt1 is set to be equal to or less than the threshold value Nt2. Further, the threshold values Nt1 and Nt2 may be values determined from, for example, the difference between the first input shaft rotational speed Ni1 on the high speed stage side that is the target rotational speed and the current engine rotational speed Ne. Thereby, the shift control according to the situation becomes possible.

  Subsequently, the deceleration calculation unit 83 acquires a plurality of measured values of the engine speed Ne up to the present time from the ECU 3. Then, based on the measured value of the engine speed Ne, the deceleration ΔNe of the engine speed Ne is calculated (S302). Then, the deceleration ΔNe of the engine speed Ne is compared with the threshold value Nt1 (S303). Here, it is assumed that the deceleration ΔNe of the engine speed Ne is larger than the threshold value Nt1 (S303:>). That is, the transmission torque Tc1 (= target transmission torque Tch) set for the first clutch 31 on the high-speed stage side is set so as to achieve an upshift without causing a shift shock. It is considered that the deceleration ΔNe of the engine speed Ne is increasing. Therefore, the constant value α is subtracted from the transmission torque Tc1 of the first clutch 31 (S305). Thus, by reducing the engagement force of the first clutch 31, the torque transmitted from the first input shaft 11 that is lower than the engine speed Ne is reduced, and the deceleration ΔNe of the engine speed Ne is increased. Is suppressed.

  Further, the shift control device 80 compares the deceleration ΔNe of the engine speed Ne with a threshold value Nt2 (S306). Here, it is assumed that the deceleration ΔNe of the engine speed Ne is larger than the threshold value Nt2 (S306:>). That is, the deceleration ΔNe of the engine speed Ne increases so that not only the transmission torque Tc1 of the first clutch 31 on the high speed stage side but also the transmission torque Tc2 of the second clutch 32 on the low speed stage needs to be corrected. It is thought that it is in a state. Therefore, a constant value β is added to the transmission torque Tc2 of the second clutch 32 (S308). Thus, by increasing the engagement force of the second clutch 32, the torque transmitted from the second input shaft 12 that is higher than the engine speed Ne is increased, and the deceleration ΔNe of the engine speed Ne is increased. Is suppressed. That is, the corrected transmission torque Tc2 of the second clutch 32 acts as the deceleration suppression torque Tu at the engine speed Ne.

  Next, it is determined whether the corrected transmission torque Tc2 of the second clutch 32 exceeds the upper limit value Tlim (S309). The upper limit value Tlim is a value determined in advance for the purpose of preventing an increase in load on the dual clutch 30. Therefore, when the transmission torque Tc2 of the second clutch 32 exceeds the upper limit value Tlim while repeating the deceleration suppression process several times (S309: Yes), the transmission torque Tc2 is corrected to be equal to the upper limit value Tlim. (S310). When the transmission torque Tc2 of the second clutch 32 is equal to or lower than the upper limit value Tlim (S309: No), the deceleration suppression process is terminated.

  Further, the shift control device 80 repeatedly executes the deceleration suppression process during the period during which the upshift control is performed. Then, in S303, the deceleration ΔNe of the engine speed Ne may become substantially equal to the threshold value Nt1 (S303: ≈). Alternatively, in S306, the deceleration ΔNe may be substantially equal to the threshold value Nt2 (S306: ≈). In such a case, due to the correction of the transmission torques Tc1 and Tc2 of the clutches 31 and 32, the deceleration ΔNe of the engine speed Ne is suitably suppressed, and approximates the target speed deceleration ΔNet. It is considered a state. Therefore, in order to maintain this state, it is unnecessary to correct the transmission torques Tc1 and Tc2, so the process proceeds to S306 or the deceleration suppression process is terminated.

  On the other hand, the deceleration ΔNe of the engine speed Ne may be less than the threshold value Nt1 in S303 (S303: <). Alternatively, the deceleration ΔNe of the engine speed Ne may be less than the threshold value Nt2 in S306 (S306: <). In such a case, the deceleration ΔNe of the engine rotational speed Ne is lower than the target rotational speed deceleration ΔNet due to the correction of the transmission torques Tc1 and Tc2, which is necessary for synchronous control of the engine rotational speed Ne. Time may be extended. Therefore, for the first clutch 31, a constant value α is added to the transmission torque Tc1 (S304), and the engagement force of the first clutch 31 is increased. For the second clutch 32, the constant value β is subtracted from the transmission torque Tc2 to reduce the engagement force of the second clutch 32. Any correction to the transmission torques Tc1 and Tc2 increases the deceleration ΔNe of the engine speed Ne.

  Thus, by repeating the deceleration suppression process, while the deceleration ΔNe of the engine speed Ne exceeds the target rotational speed deceleration ΔNet, the transmission torque Tc1 is gradually decreased by a constant value α and the transmission torque Tc2 ( The deceleration suppression torque is gradually increased by a constant value β. On the other hand, while the deceleration ΔNe is lower than the target rotational speed deceleration ΔNet, the transmission torque Tc1 is gradually increased by a constant value α, and the transmission torque Tc2 (deceleration suppression torque) is gradually decreased by a constant value β. The constant values α and β are preset values.

(Operation and effect of the embodiment)
The operation and effect of the shift control device 80 having the above-described configuration will be described with reference to FIG. Here, the engine speed Ne and the transmission torques Tc1 and Tc2 of the clutches 31 and 32 in the upshift control by the shift control device 80 are shown in the time chart of FIG. First, when an upshift command is sent from the ECU 3 (t1), the target transmission torque Tch of the high speed side clutch is calculated. Then, the high speed side clutch is connected so as to have the target transmission torque Tch, and the low speed side clutch is controlled to be disconnected (t2). As a result, the engine 2 is connected to the input shaft on the high speed stage side that is rotating at a lower speed than the engine speed Ne, and therefore the engine speed Ne starts to decrease at the deceleration ΔNe corresponding to the target transmission torque Tch. .

  Here, during a period (t2 to t3) in which the actual engine speed Ne deceleration ΔNe is equal to or greater than the threshold value Nt1 and less than the threshold value Nt2, the transmission torque Tc1 of the high speed side clutch is gradually decreased by a constant value α and corrected. . Further, if it is determined that the actual deceleration ΔNe of the engine speed Ne is equal to or greater than the threshold value Nt2, the transmission torque Tc2 of the low speed side clutch is gradually increased by a constant value β and corrected. The transmission torque Tc2 is corrected until the deceleration ΔNe of the engine speed Ne becomes equal to or less than the threshold value Nt2 or until the transmission torque Tc2 reaches the upper limit value.

  Thus, by appropriately setting the transmission torques Tc1 and Tc2 of the clutches 31 and 32 of the dual clutch 30, the deceleration ΔNe of the engine rotational speed Ne is adjusted, and eventually synchronizes with the rotational speed of the input shaft on the high speed stage side. (T4). Then, the low speed stage side clutch is controlled to be disconnected and the high speed stage side clutch is controlled to be connected. Thereby, the engagement state of each clutch 31 and 32 is completely switched, and upshift control is complete | finished (t5).

  As described above, depending on the operating environment of the transmission 1, the actual transmission torque Tc1 may increase with respect to the operation amount of the first actuator 33 of the first clutch 31 due to the influence of the ambient temperature or the like. As a result, the engine speed Ne decreases in a shorter period than planned. On the other hand, the shift control device 80 of the present embodiment sets the second clutch 32 on the low speed stage side in a predetermined manner when the deceleration ΔNe of the engine speed Ne exceeds the target speed deceleration ΔNet and the threshold value Nt2. The torque (deceleration suppression torque Tu) is connected to be transmitted.

  As a result, an increase in the deceleration ΔNe of the engine rotational speed Ne is suppressed, and control is performed so that the engine rotational speed Ne approaches the rotational speed of the input shaft on the high speed side while decelerating again at the target rotational speed deceleration ΔNet. it can. Therefore, the transmission 1 can decelerate the engine rotational speed Ne with the target rotational speed deceleration ΔNet with higher accuracy when the transmission 1 performs an upshift. Therefore, the transmission 1 can suppress the occurrence of a shift shock even when the shift is completed, and can stabilize the rotational speed of the engine 2 after the shift.

  In the upshift control by the shift control device 80, the deceleration suppression torque Tu is gradually increased by a constant value β while the deceleration ΔNe of the engine rotational speed Ne exceeds the target rotational speed deceleration ΔNet. It was. As a result, the shift process can be performed by calculating more easily, so the load on the shift control device 80 can be reduced. However, the deceleration suppression torque Tu may be set, for example, according to the difference between the actual engine speed Ne deceleration ΔNe and the target engine speed deceleration ΔNet.

  Further, in the upshift control by the shift control device 80, the deceleration suppression torque Tu is controlled to be equal to or less than a predetermined upper limit value Tlim. In the control in which the deceleration suppression torque Tu is transmitted from the second clutch 32 on the low speed stage side by the deceleration suppression torque control unit 84, if the deceleration suppression torque Tu is increased, the shift shock can be reduced while the shift control is required. There is a risk that time may be redundant and the load on the dual clutch 30 may increase. Therefore, by setting the deceleration suppression torque Tu to be equal to or less than the upper limit value Tlim, it is possible to suppress the time required for the shift control and the increase in the load on the dual clutch 30.

<Modification of Embodiment>
In the present embodiment, as an upshift control by the shift control device 80, the case of upshifting from the second speed to the third speed is illustrated. On the other hand, in the upshift control in which the transmission of the rotational driving force is switched between the first input shaft 11 and the second input shaft 12 as in the case of upshifting from the third speed to the fourth speed. If so, the same upshift control is possible.

  Further, in the present embodiment, the dual clutch type automatic transmission suitable for the FF (front engine / front drive) type vehicle has been described as an example so that the transmission 1 has the ring gear 64 constituting the differential mechanism. . On the other hand, it can also be applied to an FR (front engine / rear drive) type vehicle. In this case, for example, as described in Japanese Patent Application Laid-Open No. 2011-144872, the fifth input gear can be applied to a structure in which the first input shaft and the output member are directly connected to constitute the fifth speed stage.

  In the embodiment, the first shift mechanisms 70a and 70c and the second shift mechanisms 70b and 70d are configured to connect any one of the driven gears to the first and second countershafts 21 and 22. On the other hand, as described in the above-mentioned document, a part of the first shift mechanisms 70a and 70c and the second shift mechanisms 70b and 70d are free to play on the first input shaft 11 or the second input shaft 12. It is good also as a structure which connects the drive gear provided so that rolling was possible. Regardless of the configuration, the same effects as the present embodiment can be obtained.

1: Transmission, 2: Engine (prime mover), 3: ECU
11: First input shaft (first input shaft) 12: Second input shaft (second input shaft)
21: 1st countershaft, 22: 2nd countershaft 30: Dual clutch, 31: 1st clutch, 32: 2nd clutch 33: 1st actuator, 34: 2nd actuator 41-46: Drive gear 51 of a gear stage 56: driven gear of gear stage, 52a: small diameter gear 61, 62: final reduction gear, 63: reverse gear, 64: ring gear 65: parking gear 70a, 70c: first shift mechanism (first shift mechanism)
70b, 70d: second shift mechanism (second shift mechanism), 71: hub, 72: sleeve 80: shift control device, 81: target transmission torque calculation unit, 82: up shift control unit 83: deceleration calculation unit, 84 : Deceleration suppression torque controller 90: Engine speed sensor 91: First input shaft speed sensor 92: Second input shaft speed sensor 93: Vehicle speed sensor Ne: Engine speed, ΔNe: Deceleration, ΔNet: Target rotational speed deceleration Ni1: First input shaft rotational speed, Ni2: Second input shaft rotational speed Te: Current output torque, Tch: Target transmission torque, Tn: Target output torque Tu: Deceleration suppression torque, Ie: Inertia

Claims (3)

A first input shaft and a second input shaft arranged concentrically;
A dual clutch having a first clutch for transmitting the rotational driving force of the prime mover to the first input shaft and a second clutch for transmitting the rotational driving force to the second input shaft;
A first shift mechanism that shifts the rotational driving force transmitted to the first input shaft to establish an odd-numbered shift stage, and a gear that shifts the rotational driving force transmitted to the second input shaft to change an even-numbered shift stage. A second shift mechanism to be established;
When a shift command is sent, the clutch corresponding to the input shaft disconnected from the prime mover of the first input shaft and the second input shaft is disengaged among the first clutch and the second clutch. The clutch corresponding to the input shaft connected to the prime mover of the first input shaft and the second input shaft of the first clutch and the second clutch is set to the rotational speed of the prime mover. A shift control device that performs connection control to be connected when synchronized with the rotational speed of the input shaft to be connected,
The shift control device includes:
When the shift command is an upshift command, a target output torque is calculated by multiplying the inertia of the prime mover by the target rotational speed deceleration of the prime mover in the upshift, and the target output torque is calculated from the current output torque of the prime mover. A target transmission torque calculator that calculates a subtracted value as a target transmission torque of a high speed stage clutch corresponding to a high speed stage input shaft of the first input shaft and the second input shaft;
When the clutch on the low speed stage side is controlled to be disengaged, the transmission torque of the clutch on the high speed stage side is controlled to the target transmission torque, and the rotational speed of the prime mover is synchronized with the rotational speed of the input shaft on the high speed stage side, An up-shift control unit that controls connection of the high-speed clutch;
A deceleration calculating unit that calculates a deceleration of the rotational speed of the prime mover when the transmission torque of the high speed side clutch is controlled to the target transmission torque by the upshift control unit;
When the deceleration of the speed of the prime mover calculated by the deceleration calculation unit exceeds the target rotational speed deceleration, a deceleration suppression torque is transmitted to the low-speed stage side clutch to reduce the rotational speed of the prime mover. A deceleration suppression torque control unit for suppressing deceleration;
Dual-clutch automatic transmission with In claim 1,
The deceleration suppression torque is a dual clutch type automatic transmission that is gradually increased while the deceleration of the rotational speed of the prime mover exceeds the target rotational speed deceleration. In claim 1 or 2,
The deceleration suppression torque is a dual clutch automatic transmission that is controlled to be equal to or lower than a predetermined upper limit value.

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