JP2013053726A - Power transmission control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology which can suppress electric power consumption accompanied by a speed change operation when a residual amount of a battery is lowered, in a vehicle mounted with an AMT.SOLUTION: In this power transmission control device of the vehicle, one speed change stage (selective speed change stage) to be achieved is selected by whether or not a combination of a "vehicle speed" and an "accelerator opening" corresponds to which region of a speed change stage on a speed change map, and the present selective speed change stage is obtained (established) by a speed change gear. When the residual amount of the battery of the vehicle is not smaller than a prescribed value, the speed change map indicated by a dotted line in the figure is used, and when the residual amount of the battery of the vehicle is smaller than the prescribed value, the speed change map indicated by a solid line in the figure is used. When the residual amount of the battery is lowered, a region corresponding to a six-speed (the highest-side speed change stage) is expanded. Accordingly, when the six-speed is selected once, a frequency at which the speed change operation is performed succeeding to the selection is reduced, and the consumption of electric power necessary for driving a shift actuator or the like accompanied by the speed change operation can be suppressed.

Description

  The present invention relates to a vehicle power transmission control device.

  In recent years, a stepped transmission having a plurality of shift stages and not including a torque converter and a clutch torque (clutch transmitted) is interposed between an output shaft of an internal combustion engine and an input shaft of a stepped transmission. And a control means for controlling the clutch torque and the speed of the stepped transmission using the clutch actuator and the speed change actuator according to the running state of the vehicle. Control devices have been developed (see, for example, Patent Document 1). Such a power transmission control device is also called an automated manual transmission (AMT).

  In a vehicle equipped with an AMT, when a gear shifting operation (an operation for changing a gear position of a transmission) is performed, the clutch is operated from the engaged state (clutch torque> 0) by the operation of the clutch actuator before the gear shifting operation is started (clutch torque> 0). Clutch torque = 0), the shift operation is performed by the operation of the shift actuator while the clutch is maintained in the disconnected state, and the clutch is changed from the disconnected state to the connected state by the operation of the clutch actuator after the end of the shift operation. Returned.

JP 2006-97740 A

  As described above, in a vehicle equipped with an AMT, the shift actuator and the clutch actuator are driven when a shift operation is performed. Accordingly, power required for driving these actuators is consumed. Therefore, when the remaining amount of the battery mounted on the vehicle (the amount of accumulated (chemical) energy) is reduced, it is necessary to reduce the frequency at which the shift operation is performed to suppress the power consumption required for driving the actuator. Can occur.

  An object of the present invention is to provide a vehicle power transmission control device applied to a vehicle equipped with an AMT, which can suppress power consumption associated with a shift operation when the remaining battery level is low. There is.

  The power transmission control device for a vehicle according to the present invention includes a stepped transmission (T / M), a clutch (C / T), a clutch actuator (ACT1), and a transmission actuator (ACT2), as in the above-described device. And a control means (ECU) for controlling the clutch actuator and the speed change actuator.

  The control means determines a shift stage to be selected from the plurality of shift stages based on a running state of the vehicle, and sets the shift stage of the stepped transmission to the determined shift stage. The shift actuator is configured to be controlled.

  The power transmission control device for a vehicle according to the present invention is characterized in that the control means is configured such that the stepped shift is performed when the battery remaining amount is less than a predetermined value and the battery remaining amount is greater than or equal to the predetermined value. In other words, the shift stage to be selected is determined so as to reduce the frequency of changing the shift stage of the machine.

  According to this, when the remaining battery level is reduced, the frequency at which the shift operation is performed is reduced when the vehicle travels in a certain (same) pattern as compared to when the remaining battery level is large. Therefore, when the battery remaining amount is reduced, it is possible to suppress power consumption required for driving the speed change actuator and the clutch actuator accompanying the speed change operation.

  Specifically, the control means is an area indicating a traveling state of the vehicle based on a combination of a value corresponding to an operation amount of an acceleration operation member operated by a driver of the vehicle and a vehicle speed of the vehicle. The shift speed to be selected may be determined to be a shift speed corresponding to an area to which the traveling state of the vehicle belongs, using areas divided into areas corresponding to the respective shift speeds. Here, values corresponding to the operation amount (accelerator opening) of the acceleration operating member include the accelerator opening itself, the opening of a throttle valve that adjusts the minimum opening area of the intake passage of the internal combustion engine mounted on the vehicle, and the like. Can be mentioned.

  In this case, when the remaining battery level is less than the predetermined value, the shift with the smallest reduction ratio (the highest speed side among the plurality of shift speeds) is performed as compared with the case where the remaining battery level is equal to or greater than the predetermined value. The vehicle speed corresponding to the boundary between “the region corresponding to the gear” and “the region corresponding to the gear where the reduction ratio is the second smallest (second highest speed) among the plurality of gears” is reduced. It is preferable to be configured. Alternatively, for all combinations of two shift speeds having the reduction gear ratio adjacent to each other among the plurality of shift speeds, a boundary between “an area corresponding to one shift speed” and “an area corresponding to the other shift speed”. The corresponding vehicle speed may be reduced.

  According to this, when the remaining battery level is reduced, the “region corresponding to the highest speed gear stage” is expanded. Accordingly, once the “highest speed gear” is selected, it is difficult to change the gear to another gear. Generally, in a normal driving pattern of a vehicle (except when an extreme traffic jam occurs), the “highest speed shift stage” is selected the longest among a plurality of shift stages. From the above, according to the above-described configuration, the frequency at which the shift operation is performed can be reduced when the remaining battery level is low.

  Alternatively, when the battery remaining amount is less than a predetermined value, the “region corresponding to the current gear position of the stepped transmission” and the “current shifting” are compared with the case where the battery remaining amount is greater than or equal to the predetermined value. The vehicle speed corresponding to the boundary between the gear position and the region corresponding to the gear position where the speed reduction ratio is adjacent and the speed ratio is larger than the current gear speed, and / or “the current speed of the stepped transmission” Increasing the vehicle speed corresponding to the boundary between the "region corresponding to the gear position" and "the region corresponding to the gear position where the current gear speed and the speed reduction ratio are adjacent to each other and the speed reduction ratio is smaller than the current gear speed." It is preferable to be configured as described above.

  According to this, when the remaining battery level decreases, the “region corresponding to the current gear position of the stepped transmission” is expanded. Accordingly, it is difficult to change the gear to a gear other than the current gear. Therefore, the frequency at which the shift operation is performed when the remaining battery level is reduced can be reduced.

1 is a schematic configuration diagram of a vehicle equipped with a vehicle power transmission control device according to an embodiment of the present invention. 3 is a graph showing a map defining “stroke-torque characteristics” for the clutch shown in FIG. 1. 3 is a graph showing a map that defines the relationship between “vehicle speed and accelerator opening” and “gear to be selected” for the transmission shown in FIG. 1. It is the flowchart which showed the outline | summary of the correction of the shift map performed by embodiment of this invention. It is the figure which showed the 1st example of the correction of the shift map performed when a battery remaining charge falls. It is the figure which showed the 2nd example of the correction of the shift map performed when a battery remaining charge falls. It is the figure which showed the 3rd example of the correction of the shift map performed when a battery remaining charge falls.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a vehicle power transmission control device according to the present invention will be described with reference to the drawings.

(Constitution)
FIG. 1 shows a schematic configuration of a vehicle equipped with a power transmission control device (hereinafter referred to as “the present device”) according to an embodiment of the present invention. This vehicle includes a so-called automated manual transmission (AMT) that includes an internal combustion engine as a power source and uses a stepped transmission that does not include a torque converter and a clutch.

  This vehicle includes an engine E / G, a transmission T / M, and a clutch C / T. E / G 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 E / G output shaft A1 is connected to the T / M input shaft A2 via C / T.

  The transmission T / M is one of well-known stepped transmissions that do not include a torque converter having a plurality of (for example, six) forward gears, one reverse gear, and a neutral gear. . The T / M output shaft A3 is connected to the drive wheels of the vehicle via a propeller shaft (not shown), a differential (not shown), and the like. The switching of the T / M shift speed is executed by controlling the transmission actuator ACT2. By changing the gear position, the reduction ratio (ratio of the rotational speed Ni of the input shaft A2 to the rotational speed No of the output shaft A3) is changed.

  The clutch C / T has one of well-known configurations, and the maximum torque (clutch torque Tc) that can be transmitted between the output shaft A1 of the E / G and the input shaft A2 of the T / M. It is configured to be adjustable. Specifically, the clutch C / T is a friction clutch disk having one of well-known configurations provided to rotate integrally with the input shaft A2 of the transmission T / M. The clutch disks are coaxially arranged so as to face each other with respect to a flywheel provided to rotate integrally with the output shaft A1 of the engine E / G. The axial position of the clutch disc relative to the flywheel can be adjusted. The axial position of the clutch C / T (specifically, the clutch disk) is adjusted by the clutch actuator ACT1. That is, this vehicle is not provided with a clutch pedal.

  Hereinafter, the axial movement amount of the clutch C / T (clutch disk) from the “original position” in the joining direction (crimping direction) is referred to as a clutch stroke. The “original position” is, for example, a reference position within the movable range in the axial direction of the clutch disk, or an end position (position where the stopper contacts the stopper) on the side far from the flywheel in the movable range. When the clutch C / T is in the “original position”, the clutch stroke is “0”.

  As shown in FIG. 2, the clutch torque Tc is adjusted by adjusting the clutch stroke. In the state of “Tc = 0”, no power is transmitted between the output shaft A1 of the engine E / G and the input shaft A2 of the transmission T / M. This state is referred to as “divided state”. Further, in the state of “Tc> 0”, power is transmitted between the output shaft A1 and the input shaft A2. This state is called a “joined state”.

  Further, a state where the clutch C / T is not slipped in the connected state (a state where the rotational speed Ne of the output shaft A1 and the rotational speed Ni of the input shaft A2 coincide) is particularly referred to as a “completely connected state”. A state where slippage occurs in the clutch C / T (a state where Ne and Ni do not match) is particularly called a “half-joined state”.

  In addition, this device detects the presence / absence of an operation of an accelerator opening sensor S1 that detects an operation amount (accelerator opening) of an accelerator pedal AP, a shift position sensor S2 that detects a position of a shift lever SF, and a brake pedal BP. A brake sensor S3, a rotation speed sensor S4 for detecting the rotation speed Ne of the output shaft A1, a rotation speed sensor S5 for detecting the rotation speed Ni of the input shaft A2, a clutch stroke sensor S6 for detecting the clutch stroke St, A wheel speed sensor S7 for detecting the rotational speed of the wheel.

  Furthermore, this apparatus includes an electronic control unit ECU. The ECU controls the actuators ACT1 and ACT2 based on the information from the above-described sensors S1 to S7 and other sensors, etc., so that the C / T clutch stroke (accordingly, the clutch torque Tc), and , T / M shift speed is controlled. The ECU also controls the drive torque of the output shaft A1 of the E / G by controlling the fuel injection amount of the E / G (the opening of the throttle valve). Specifically, the fuel injection amount (throttle valve opening) is controlled so that the E / G drive torque increases as the accelerator opening increases.

  This device stores a shift map as shown in FIG. 3 in a ROM (not shown) in the ECU. FIG. 3 shows an example of the case where 1st to 6th speeds are provided as forward shift speeds. In the present apparatus, the gear position of the transmission T / M is determined based on the shift map. More specifically, in this apparatus, when the position of the shift lever SF is at a position corresponding to the “automatic mode”, the vehicle speed calculated based on the wheel speed obtained from the wheel speed sensor S7 and the accelerator opening sensor One shift speed to be achieved (hereinafter referred to as “selected shift speed”) is selected depending on which shift speed region on the shift map corresponds to the combination with the accelerator opening obtained from S1. . For example, when the current vehicle speed is α and the current accelerator opening is β (see the black dots shown in FIG. 3), “3rd speed” is selected as the selected shift speed.

  Such a shift map can be created by repeatedly performing an experiment in which the optimum shift stage is adapted to the combination of the vehicle speed and the accelerator opening while changing the combination in various ways. On the other hand, when the position of the shift lever SF is at a position corresponding to the “manual mode”, the selected shift speed is selected based on the operation of the shift lever SF by the driver.

  In the transmission T / M, the currently selected shift speed among a plurality of shift speeds is realized (established). When the vehicle travels in a state where the gear stage is established (fixed) at the selected gear stage, the clutch C / T is normally maintained in a fully engaged state.

  On the other hand, when the selected shift stage changes during vehicle travel, the shift operation of the transmission T / M (operation when the shift stage is changed) is performed. The start of the shift operation corresponds to the start of movement of a member (specifically, a sleeve) that moves in association with the change of the gear position, and the end of the shift operation corresponds to the end of movement of the member. When the shift operation is performed, the clutch C / T is changed from the engaged state (completely connected state, Tc> 0) to the disconnected state (Tc = 0) before the shift operation is started, and the clutch is maintained in the disconnected state. The shift operation is performed in the state, and the clutch is returned from the disconnected state to the engaged state (completely connected state) after the end of the shift operation. As described above, this vehicle is a vehicle equipped with an AMT.

(Correction of shift map when battery level is low)
As described above, in the vehicle shown in FIG. 1, when the speed change operation is performed, the speed change actuator ACT2 and the clutch actuator ACT1 are driven. Accordingly, power required for driving these actuators is consumed. Therefore, the remaining amount of battery BAT (see FIG. 1) mounted on the vehicle (the amount of accumulated (chemical) energy, State
of Charge (hereinafter referred to as “remaining battery SOC”) may be reduced, it may be necessary to reduce the frequency at which the shift operation is performed to suppress the power consumption required to drive the actuator.

  Based on this viewpoint, in the case where the position of the shift lever SF is at a position corresponding to the “automatic mode”, the shift map is corrected when the remaining battery charge SOC is reduced in the present apparatus. Hereinafter, the operation at this time will be described with reference to the flowchart shown in FIG.

  In step 405, it is determined whether or not the remaining battery charge SOC is less than a predetermined value. The remaining battery charge SOC can be detected according to one of known techniques.

  If the remaining battery SOC is greater than or equal to a predetermined value (determined as “No” in step 405), the shift map is not corrected in step 410. In other words, the selected shift speed is selected using the shift map itself created based on the above-mentioned “experiment that matches the optimal shift speed”, and the currently selected shift speed is realized (established) in the transmission T / M. )

  On the other hand, if the remaining battery charge SOC is less than the predetermined value (determined as “Yes” in step 405), the shift map is corrected in step 415. That is, (the selected shift speed is selected using the shift map obtained by correcting the shift map created based on the above-mentioned “experiment for matching the optimal shift speed”, and the transmission T / M In the following, specific details of the shift map correction will be described.

  FIG. 5 shows a first example of correction of the shift map. In this example, the vehicle speed corresponding to the boundary between the first and second speed regions (see the shift line L1), the vehicle speed corresponding to the boundary between the second and third speed regions (see the shift line L2), and the third speed-4. The vehicle speed corresponding to the boundary between the speed areas (see the shift line L3), the vehicle speed corresponding to the boundary between the 4th speed and the 5th speed area (see the transmission line L4), and the boundary between the 5th speed and the 6th speed area. Each of the vehicle speeds (see the shift line L5) is reduced. That is, for all combinations of two shift speeds with adjacent reduction ratios among a plurality of shift speeds (1st to 6th speeds), “area corresponding to one shift speed” and “area corresponding to the other shift speed” The vehicle speed corresponding to the boundary with “is reduced.

  By correcting the shift map shown in FIG. 5, the region corresponding to the sixth speed (the highest speed shift stage) is expanded. Therefore, once the sixth speed is selected, it is difficult to change the gear to another gear. Generally, in a normal driving pattern of a vehicle (except when an extreme traffic jam occurs), the “highest speed shift stage” is selected the longest among a plurality of shift stages. From the above, when the battery remaining amount SOC is reduced by correcting the shift map shown in FIG. 5, the vehicle travels in a certain (same) pattern as compared with the case where the remaining battery amount SOC is large. In, the frequency at which the shift operation is performed may be reduced. As a result, it is possible to suppress power consumption required to drive the speed change actuator ACT2 and the clutch actuator ACT1 accompanying the speed change operation.

  FIG. 6 shows a second example of modification of the shift map. In this example, only the vehicle speed corresponding to the boundary between the 5th and 6th speed regions (see the shift line L5) is reduced, and the vehicle speed corresponding to the boundary between the other regions is not changed. That is, among the plurality of shift speeds (1st to 6th speeds), the region corresponding to the shift speed with the smallest reduction ratio (the highest speed side) and “the reduction ratio is the second smallest (second speed side). Only the vehicle speed corresponding to the boundary with the “region corresponding to the gear position” is reduced.

  The correction of the shift map shown in FIG. 6 also enlarges the region corresponding to the sixth speed (the highest speed shift stage) as in the case shown in FIG. Therefore, the same actions and effects as those shown in FIG. 5 can be achieved.

  FIG. 7 shows a third example of modification of the shift map. In this example, the currently selected shift speed is “3rd speed”, the vehicle speed (see the shift line L2) corresponding to the boundary between the 2nd speed and 3rd speed areas is reduced, and between the 3rd speed and 4th speed areas. The vehicle speed corresponding to the boundary (see the shift line L3) is increased, and the vehicle speed corresponding to the boundary between other regions is not changed. That is, it corresponds to the boundary between “the region corresponding to the currently selected shift speed” and “the region corresponding to the shift speed where the current selected shift speed and the speed reduction ratio are adjacent to each other and the speed reduction ratio is greater than the current selected speed shift speed”. The vehicle speed is reduced, and “a region corresponding to the currently selected shift step” and “a region corresponding to a shift step in which the current selected shift step and the reduction gear ratio are adjacent to each other and the reduction gear ratio is smaller than the current selected shift step”. The vehicle speed corresponding to the boundary is increased.

  By correcting the shift map shown in FIG. 7, the region corresponding to the shift speed currently realized at T / M is expanded. Therefore, it is difficult to change the gear to a gear other than the gear currently realized. Therefore, when the battery remaining amount SOC is reduced, the frequency at which the shift operation is performed can be reduced when the vehicle travels in a certain (same) pattern as compared with the case where the battery remaining amount SOC is large. As a result, it is possible to suppress power consumption required to drive the speed change actuator ACT2 and the clutch actuator ACT1 accompanying the speed change operation.

  In the example shown in FIG. 7, in order to expand the region corresponding to the gear stage currently realized at T / M, the “region corresponding to the currently selected gear step” and “the current selected gear step and the deceleration are reduced. Reducing the vehicle speed corresponding to the boundary with the region where the ratio is adjacent and the speed reduction ratio is larger than the currently selected gear, and the region corresponding to the current selected gear The vehicle speed corresponding to the boundary between the selected shift speed and the area corresponding to the shift speed where the speed reduction ratio is adjacent and the speed reduction ratio is smaller than the current speed selection speed is increased. Only one of them may be executed.

  The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention. For example, in the above-described embodiment (FIGS. 4 to 7), the shift map is changed according to the magnitude relationship between the remaining battery charge SOC and the predetermined value, so that the SOC is predetermined as the shift map when the SOC is less than the predetermined value. A "corrected" shift map is used when the value is greater than or equal to the value. On the other hand, a shift map when the SOC is less than a predetermined value and a shift map when the SOC is equal to or greater than the predetermined value are separately prepared in advance, and depending on the magnitude relationship between the remaining battery charge SOC and the predetermined value. Two types of shift maps may be used properly.

  In the above embodiment, a power transmission control device including a transmission including one input shaft and one clutch connected to the one input shaft is applied. A power transmission control device including a transmission including an input shaft and two clutches connected to each of the two input shafts may be applied. This device is also called a double clutch transmission (DCT).

  T / M ... transmission, E / G ... engine, C / T ... clutch, A1 ... engine output shaft, A2 ... transmission input shaft, A3 ... transmission output shaft, ACT1 ... clutch actuator, ACT2 ... speed change Actuator, ECU ... Electronic control unit

Claims (4)

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 inputting power from the output shaft of the internal combustion engine of the vehicle and an output shaft for outputting power to the drive wheels of the vehicle. A stepped transmission having a plurality of predetermined speeds with different reduction ratios;
A clutch interposed between an output shaft of the internal combustion engine and an input shaft of the stepped transmission and capable of adjusting a clutch torque that is a maximum value of torque that can be transmitted by the clutch;
A clutch actuator for adjusting the clutch torque of the clutch;
A speed change actuator for selecting a gear position of the stepped transmission;
Control means for controlling the clutch actuator and the shift actuator based on the running state of the vehicle;
A vehicle power transmission control device comprising:
Detecting means for detecting a battery remaining amount that is an amount of energy stored in a battery for supplying electric energy to the vehicle mounted on the vehicle;
The control means includes
Based on the running state of the vehicle, a shift stage to be selected from the plurality of shift stages is determined, and the shift actuator is controlled so that the shift stage of the stepped transmission becomes the determined shift stage. Configured to
The control means includes
When the battery remaining amount is less than a predetermined value, the shift to be selected is selected so that the frequency of changing the gear stage of the stepped transmission is less than when the battery remaining amount is greater than or equal to the predetermined value. A vehicle power transmission control device configured to determine a stage. The power transmission control device for a vehicle according to claim 1,
The control means includes
An area indicating a traveling state of the vehicle based on a combination of a value corresponding to an operation amount of an acceleration operation member operated by a driver of the vehicle and a vehicle speed of the vehicle, and an area corresponding to each shift stage Using the divided area, the shift speed to be selected is determined to be a shift speed corresponding to the area to which the traveling state of the vehicle belongs,
When the battery remaining amount is less than a predetermined value, the region corresponding to the shift step with the smallest reduction ratio among the plurality of shift steps and the plurality of shifts compared to the case where the battery remaining amount is greater than or equal to the predetermined value. A power transmission control device for a vehicle configured to reduce a vehicle speed corresponding to a boundary with a region corresponding to a gear stage having the second smallest reduction ratio among the stages. The power transmission control device for a vehicle according to claim 2,
The control means includes
When the remaining battery level is less than a predetermined value, one of all combinations of two shift speeds where the reduction ratio is adjacent among the plurality of shift speeds, compared to when the remaining battery capacity is greater than or equal to the predetermined value. A power transmission control device for a vehicle configured to reduce a vehicle speed corresponding to a boundary between a region corresponding to the first gear and a region corresponding to the other gear. The power transmission control device for a vehicle according to claim 1,
The control means includes
An area indicating a traveling state of the vehicle based on a combination of a value corresponding to an operation amount of an acceleration operation member operated by a driver of the vehicle and a vehicle speed of the vehicle, and an area corresponding to each shift stage Using the divided area, the shift speed to be selected is determined to be a shift speed corresponding to the area to which the traveling state of the vehicle belongs,
When the battery remaining amount is less than a predetermined value, the region corresponding to the current gear position of the stepped transmission, the current gear position, and the reduction ratio are compared with the case where the battery remaining amount is greater than or equal to the predetermined value. And / or a region corresponding to the current gear position of the stepped transmission, and Power transmission control for a vehicle configured to increase a vehicle speed corresponding to a boundary between the current shift speed and a region corresponding to a shift speed where the reduction gear ratio is adjacent and the reduction gear ratio is smaller than the current shift speed. apparatus.

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