JP2013079707A - Power transmission device and clutch torque learning method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power transmission device capable of properly learning a magnitude of clutch torque.SOLUTION: With respect to a so-called dual clutch transmission having two pairs of input shafts and clutches, there are provided: a revolution number reducing mechanism which reduces the number of revolutions of an internal combustion engine to that of a jointing side input shaft (second input shaft) or lower by a time when a control section completes the jointing of a jointing side clutch (second clutch) after a separation side clutch (first clutch) has been separated which is either a first clutch or a second clutch; a clutch torque adjustment section that adjusts the clutch torque of the jointing side clutch so that the number of revolutions of the internal combustion engine which has been lowered by the revolution number reducing mechanism may be raised; and a clutch torque calculating section that calculates the value of clutch torque that balances with the rotating shaft of the internal combustion engine from the variation (ΔNe) in the number of revolutions of the internal combustion engine and the inertia of the internal combustion engine at the time when the clutch torque adjustment section has carried out the adjustment.

Description

  The present invention relates to a power transmission device that transmits rotational power output from a power source such as an internal combustion engine, and a clutch torque learning method that learns the clutch torque of a clutch provided in the power transmission device.

  One type of vehicle transmission is a so-called dual clutch transmission (DCT) having two clutches. The DCT has a feature that, when changing gears, a speed change operation can be performed quickly without interruption of torque transmission.

  By the way, the DCT pre-selects the gear position on the input shaft corresponding to the other clutch in the disengaged state while traveling at the gear position on the input shaft corresponding to the one clutch in the engaged state. Thus, the shift control is performed so that the shift request can be promptly changed. The shift speed to be selected in advance is usually determined using a shift map from the current vehicle state, for example, the vehicle speed, the accelerator opening, etc. (Patent Document 1).

  Here, when the input shaft is switched at the time of upshifting, it is necessary to change the engine speed from an input shaft having a high rotational speed to an input shaft having a low rotational speed, and the input shaft having a low rotational speed in the process. It is necessary to control the clutch torque of the clutch corresponding to 1 to an appropriate magnitude. That is, if the clutch torque of the clutch corresponding to the input shaft having a low rotational speed is increased too much, a large shift shock will occur, and conversely, if the rotational speed of the engine decreases below the torque at which the engine rotational speed decreases, the engine speed will decrease. The number cannot be held at a predetermined size. This is particularly important for smooth shifting at the time of off-up shifting (when upshifting with the accelerator off).

  Therefore, it is required to control the magnitude of the clutch torque within an appropriate range. However, since there are changes with time and individual differences in the clutch, it is necessary to learn the magnitude of the clutch torque in order to control within the appropriate range. .

JP 2007-292250 A

  The present invention has been completed in view of the above circumstances, and it is an object to be solved to provide a power transmission device and a learning method thereof that can appropriately learn the magnitude of clutch torque included in the power transmission device.

A structural feature of the power transmission device according to claim 1 for solving the above-described problem is that the connected state rotationally connected to the rotating shaft of the power source is independent of the separated state separated from the power source. A first clutch and a second clutch that are switchable,
A first input shaft rotatably connected to the power source by the first clutch;
A second input shaft rotatably connected to the power source by the second clutch;
An output shaft rotationally coupled to the drive wheel;
A first speed change mechanism that is provided between the first input shaft and the output shaft and has a plurality of gear sets that form a plurality of shift speeds and that can selectively mesh and couple one set;
A second speed change mechanism that is provided between the second input shaft and the output shaft and has a plurality of gear sets that constitute a plurality of shift speeds and that can selectively mesh and couple one set;
Gear stage selection means for selecting an appropriate gear stage based on the state of the vehicle;
A control unit having a shift control unit that controls the power source, the first clutch, the second clutch, the first speed change mechanism, the second speed change mechanism, and the gear position selection unit;
A power transmission device having
The controller is
Rotation of a disengagement-side input shaft that is one of the first clutch and the second clutch and is an input shaft corresponding to a disengagement-side clutch that is controlled from the connected state to the disengaged state by the speed change operation. When the number is higher than the rotation speed of the joint side input shaft that is the input shaft corresponding to the joint clutch that is the other clutch, the disengagement side clutch is disengaged and the joint side clutch is joined. A rotation speed reduction mechanism for bringing the rotation speed of the rotation shaft of the power source to a rotation speed lower than the rotation speed of the connection-side input shaft until completion, and the power source reduced by the rotation speed reduction mechanism A clutch torque adjusting unit that adjusts the clutch torque of the coupling-side clutch so that the rotation number of the rotation shaft increases, and a change in the rotation number of the rotation shaft of the power source when adjusted by the clutch torque adjustment unit, Power source It is to have the clutch torque learning unit and a clutch torque calculator for calculating a clutch torque about the rotation axis of the power source from the inertia.

  The power transmission device according to a second aspect of the present invention is characterized in that the power transmission device according to the first aspect of the present invention has a constant power source rotational torque that makes the rotational torque of the rotational shaft of the power source constant when the clutch torque adjusting unit is operating. It is to have a conversion means.

The power transmission device according to claim 3 is characterized in that in claim 2, the power source is an internal combustion engine.
The power source rotational torque stabilization means stabilizes the rotational torque by stopping fuel supply to the power source.

According to the fourth aspect of the present invention, the clutch torque learning method can be independently switched between a joint state that is rotationally connected to the rotating shaft of the power source and a disengaged state that is separated from the power source. A first clutch and a second clutch;
A first input shaft rotatably connected to the power source by the first clutch;
A second input shaft rotatably connected to the power source by the second clutch;
An output shaft rotationally coupled to the drive wheel;
A first speed change mechanism that is provided between the first input shaft and the output shaft and has a plurality of gear sets that form a plurality of shift speeds and that can selectively mesh and couple one set;
A second speed change mechanism that is provided between the second input shaft and the output shaft and has a plurality of gear sets that constitute a plurality of shift speeds and that can selectively mesh and couple one set;
Gear stage selection means for selecting an appropriate gear stage based on the state of the vehicle;
A control unit that controls the power source, the first clutch, the second clutch, the first speed change mechanism, the second speed change mechanism, and the gear position selection means to perform a speed change operation;
For a power transmission device having
The number of revolutions of the disengagement side input shaft which is one of the first clutch and the second clutch and is an input shaft corresponding to the disengagement side clutch controlled from the connected state to the disengaged state by the speed change operation. When the rotational speed of the joining side input shaft, which is the input shaft corresponding to the joining side clutch, which is the other clutch, is higher than that of the joining side clutch, the disengaging side clutch is disengaged to complete the joining of the joining side clutch. A rotation speed down step for reducing the rotation speed of the rotation shaft of the power source to a rotation speed lower than the rotation speed of the connection side input shaft, and the rotation of the power source reduced by the rotation speed reduction mechanism A clutch torque adjusting step for adjusting the clutch torque of the coupling clutch so that the rotation speed of the shaft increases, and a change in the rotation speed of the rotation shaft of the power source and the power when adjusted by the clutch torque adjustment unit Is that from the inertia and a clutch torque calculating a clutch torque about the rotation axis of the power source.

  In the invention according to claim 1, when switching the coupling of the rotation shaft of the power source from the separation-side input shaft toward the coupling-side input shaft (lower rotation speed side than the separation-side input shaft), the power The rotational speed of the power source is reduced by the clutch torque of the splicing side clutch after the rotational speed of the rotating shaft of the power source is once reduced from the rotational speed of the separation side input shaft to the rotational speed lower than the rotational speed of the splicing side input shaft. Is increased up to the rotation speed of the joint-side input shaft, the clutch torque necessary for synchronizing the rotation shaft of the power source and the input shaft can be learned easily and accurately. If it is attempted to learn the clutch torque in the process of reducing the rotational speed of the power source to the rotational speed of the joint side input shaft without lowering the rotational speed of the joint side input shaft, the rotational speed of the power source itself Since both the resistance (the magnitude of the learned clutch torque greatly depends on the magnitude of this rotational resistance) and the clutch torque act in the direction of decreasing the rotational speed of the power source rotary shaft, the power source rotary shaft It is difficult to accurately measure the magnitude of the clutch torque required to synchronize the motor and the input shaft. It should be noted that the inertia value of the power source used for learning the clutch torque in the present invention varies from individual to individual and may change over time. Although it is possible that the absolute value of the magnitude of the clutch torque learned by this invention cannot be measured accurately, it is sufficient to learn the clutch torque that can synchronize between the rotating shaft of the power source and the input shaft. Although it is a relative value from the viewpoint, it is possible to accurately measure the magnitude of the clutch torque.

  In the invention which concerns on Claim 2, the calculation amount required for the calculation in a clutch torque calculation part can be reduced by stabilizing the rotational torque of the rotating shaft of a power source.

  In the invention according to claim 3, in particular, in order to stabilize the rotational torque of the rotating shaft of the power source, an internal combustion engine is adopted as the power source, and the fuel supply is stopped, thereby simplifying the rotational resistance of the power source. Can be made steady.

  In the invention according to claim 4, as in the invention according to claim 1, the rotation of the power source from the separation-side input shaft toward the joining-side input shaft (lower rotation speed side than the separation-side input shaft). When switching the coupling of the shaft, the rotation speed of the rotary shaft of the power source is once reduced from the rotation speed of the separation-side input shaft to the rotation speed lower than the rotation speed of the coupling-side input shaft, and then the coupling side The clutch torque required to synchronize the power source rotating shaft and the input shaft is increased by increasing the rotational speed of the power source rotating shaft to the rotational speed of the joint input shaft by the clutch torque of the clutch. Easy and accurate learning.

It is explanatory drawing which shows the structure of the power transmission device of this embodiment. It is a figure which shows each component operation state when the clutch torque calculation part in the power transmission device of this embodiment is operating.

  The power transmission device and the clutch torque learning method of the present invention will be described below based on typical embodiments. In the following description, the drawings are referred to as appropriate. However, the drawings are conceptual diagrams, and the descriptions in the drawings are not necessarily accurate. The description of the parts may be omitted, and the shape of each part may not necessarily be exact.

  The power transmission device according to the present embodiment is mounted on a vehicle. The present invention is not limited to the following embodiment. For example, regarding the mechanical configuration of the power transmission device excluding the control means, a configuration of a power transmission device having a dual clutch mechanism other than those described in this specification can be adopted. As for the control means, as long as the idea of the invention is the same, fine logic differences do not matter.

  As shown in FIG. 1, the power transmission device 1 of the present invention includes a first clutch C1, a second clutch C2, a first input shaft 21, a second input shaft 22, an output shaft 23, a first clutch, A transmission mechanism 3, a second transmission mechanism 4, and control means 5 are provided.

  The first clutch C1 is positioned between an internal combustion engine (engine, not shown) as a power source and a first input shaft 21 described later, and transmits or does not transmit the output torque of the internal combustion engine to the first input shaft 21 side. It is a device that performs such intermittent. A case where the output torque from the internal combustion engine is transmitted to the first input shaft 21 is a joint state, and a case where the output torque from the internal combustion engine is not transmitted to the first input shaft 21 is a separated state.

  The second clutch C2 is located between the internal combustion engine and a second input shaft 22 described later. And it is an apparatus which performs the interruption of whether the output torque of an internal combustion engine is transmitted to the 2nd input shaft 22 side. A case where the output torque from the internal combustion engine is transmitted to the second input shaft 22 is a joint state, and a case where the output torque from the internal combustion engine is not transmitted to the second input shaft 22 is a separated state.

  The first clutch C1 and the second clutch C2 are controlled by a signal from the control unit 5 described later, but are driven by an electric or hydraulic actuator 7 as a power source. The clutch torques of these clutches C1 and C2 are controlled by adjusting the clutch stroke by the actuator 7.

  The first input shaft 21 is a shaft-like member that is connected to the first clutch C1 and transmits rotational torque. The second input shaft 22 is a cylindrical member that is connected to the second clutch C <b> 2 to transmit rotational torque, is coaxial with the first input shaft 21, and is positioned on the outer peripheral side of the first input shaft 21.

  The output shaft 23 is arranged in parallel with the first and second input shafts 21 and 22 and outputs output torque transmitted through first and second transmission mechanisms 3 and 4 to be described later to a wheel (not shown). It is a shaft-shaped member.

  The first speed change mechanism 3 includes a first gear mechanism 31 and first gear mechanism selection means 32. The first gear mechanism 31 is a combination of the first, third, fifth, and seventh speed stages provided between the first input shaft 21 and the output shaft 23. A synchronization device (not shown) is provided between each shift stage and a sleeve 321 described later. Each shift stage has a counter shaft on a transmission gear 311 to 314 that is held so as to be relatively rotatable on the outer peripheral side of the first input shaft 21, and a counter shaft 61 that is arranged in parallel to the first input shaft 21 and the second input shaft 22. 61 and a counter gear 62 corresponding to the transmission gears 311 to 314, which are fixed to be integrally rotatable. The first gear is the transmission gear 311, the third gear is the transmission gear 312, the fifth gear is the transmission gear 313, and the seventh gear is the transmission gear 314.

  The first gear mechanism selection means 32 includes a sleeve 321, a fork 322, a fork shaft 323, and an actuator 324. The sleeve 321 is a cylindrical member and is positioned between the two gear positions so as to be integrally rotatable with the first input shaft 21 on the outer peripheral side of the first input shaft 21. In the first embodiment, two sleeves 321 are arranged in total, one between the first speed and the seventh speed and one between the third speed and the fifth speed. The sleeve 321 has a neutral position that does not engage with any of the gears and an engagement position that engages with the gear, and moves the neutral position and the engagement position in the axial direction. The fork 322 is located on the outer peripheral side of the sleeve 321, and engages with the sleeve 321 so that the sleeve 321 can move while rotating between two gear positions (between the neutral position and the engagement position). ing. The fork shaft 323 is a rod-shaped member that is integrally engaged with the fork 322. The fork shaft 323 is moved by the actuator 324 so as to be movable simultaneously with the fork 322 moving the sleeve 321.

  The second speed change mechanism 4 includes a second gear mechanism 41 and a second gear mechanism selection means 42. The second gear mechanism 41 is a combination of the second speed, the fourth speed, the sixth speed, and the reverse (reverse) that are provided between the second input shaft 22 and the output shaft 23. A synchronization device (not shown) is provided between each shift stage and a sleeve 421 described later. Each shift stage includes a transmission gear 411 to 414 that is rotatably supported on the outer peripheral side of the second input shaft 22, and a counter gear 62 that is fixed to the counter shaft 61 so as to be integrally rotatable and corresponds to the transmission gears 411 to 414. Become. The second gear is the transmission gear 411, the fourth gear is the transmission gear 412, the sixth gear is the transmission gear 413, and the reverse gear is the transmission gear 414.

  The reverse is realized by an idler gear 63 located between the transmission gear 414 and the counter gear 62. The idler gear 63 is held by an idler gear shaft 64 that is fixed in parallel to the first input shaft 21, the second input shaft 22, and the counter shaft 61 so as not to rotate, and is movable in the axial direction. When reverse is selected as the gear position, the idler gear 63 is moved in the axial direction so as to mesh between the transmission gear 414 and the counter gear 62. Then, the rotation of the second input shaft 22 is transmitted to the reverse transmission gear 414, the idler gear 63 rotates, the counter gear 62 rotates, and the counter shaft 61 rotates.

  The second gear mechanism selection means 42 includes a sleeve 421, a fork 422, a fork shaft 423, and an actuator 424. The sleeve 421 is a cylindrical member and is positioned between the two gear positions so as to be integrally rotatable with the second input shaft 22 on the outer peripheral side of the second input shaft 22. In the first embodiment, two sleeves 421 are disposed in total, one between the second speed and the fourth speed and one between the sixth speed and the reverse. The sleeve 421 has a neutral position that is not engaged with any of the shift stages and an engagement position that engages with the shift stage, and moves in the axial direction between the neutral position and the engagement position. The fork 422 is located on the outer peripheral side of the sleeve 421 and engages with the sleeve 421 so that the sleeve 421 can move while rotating between two gear positions (between the neutral position and the engagement position). ing. The fork shaft 423 is a rod-shaped member that is integrally engaged with the fork 422. The fork shaft 423 is moved by the actuator 424 simultaneously with the fork 422 moving the sleeve 421.

  The first gear mechanism selection means 32 and the second gear mechanism selection means 42 are controlled by signals from the control unit 5 described later, and the actuators 324 and 424 are general electric, hydraulic, and hydraulic cylinders as power sources. Or it is driven by a pneumatic cylinder.

  The control means 5 controls the internal combustion engine, the first clutch C1, the second clutch C2, the first gear mechanism selection means 32, and the second gear mechanism selection means 42. The control means 5 has a gear position control unit and a clutch torque learning unit.

  The shift speed control unit is based on the vehicle state (vehicle speed, accelerator pedal (not shown) opening, brake pedal (not shown) operation amount, steering wheel (not shown) operation amount, road information that can be obtained from the navigation system, etc.) This is means for selecting an appropriate shift speed (requested shift speed) required on the basis of the arbitrarily selected information) and outputting a shift signal corresponding to the shift speed (shift control). The gear shift signal can be output only when the gear position is changed (shift is performed), or the gear shift operation is performed only when the gear position indicated by the gear shift signal is changed. You can also do it. In addition to the method of selecting an appropriate gear position according to a shift map prepared in advance, it may be calculated each time using some calculation formula. The gear stage control unit can select a gear stage to be selected in addition to a gear stage to be selected in advance in a gear mechanism different from the currently used gear mechanism (preshift control). The selection of the shift stage (pre-shift shift stage) to be selected in the pre-shift control is selected using a pre-shift map prepared in advance as in the normal shift stage selection or selected using some calculation formula. be able to. In addition, when shifting by skipping the shift stage such as shifting from the 5th speed to the 3rd speed, the shift stage is pre-shifted in advance (in the case of shifting from the 5th speed to the 3rd speed, the 4th speed shift stage). It is also possible to change the speed once and then change again to a lower speed (in this case, the third speed). Therefore, such a speed may be selected.

  The shift speed control unit selects a shift speed based on the shift signal. There are two types of transmissions of the transmission: an up-shift that shifts to a gear stage with a small gear ratio and a down-shift that shifts to a gear stage with a large gear ratio. Upshift is a shift that is performed based on a change in state such as when the vehicle speed increases or the accelerator opening decreases, and downshifting reduces the vehicle speed or increases the accelerator opening as opposed to upshifting. It is a shift performed based on a change in state such as time.

  The shift speed control unit is means for operating the first and / or second shift mechanism so that the shift speed indicated by the shift signal is obtained. The first and / or second speed change mechanism is operated so as to select the speed stage for performing the preshift.

  The clutch torque learning unit is means for learning the clutch torque of the coupling side clutch necessary for synchronizing the rotation shaft of the internal combustion engine and the coupling side input shaft. As a state of the internal combustion engine, it is conceivable that the engine is operating in a steady state such as a state where fuel is cut and a state where a certain amount of fuel is supplied. Moreover, it is desirable that the clutch torque learning unit learns each of the two clutches. The clutch torque learning unit is a unit that operates during upshifting among the shifts controlled by the gear position control unit.

  The clutch torque learning unit includes a rotation speed reduction mechanism, a clutch torque adjusting unit, and a clutch torque calculating unit. The clutch torque learning unit operates during upshifting. Since the gear ratio becomes smaller during upshifting, the rotational speed of the rotary shaft of the internal combustion engine is set to an input shaft with a high rotational speed (an input shaft that is engaged before the shift and is released when the shift is completed (hereinafter referred to as “open”). The input shaft (hereinafter referred to as the “separation side input shaft”) having a low rotation speed is separated from the input shaft (hereinafter referred to as the “separation side input shaft”). In other words, after the clutch corresponding to the disengagement side input shaft (hereinafter referred to as “disengagement side clutch”) is disengaged, the clutch corresponding to the connection side input shaft is adjusted. The rotation speed of the rotation shaft of the internal combustion engine coincides with the rotation speed of the connection-side input shaft until the connection is completed (hereinafter referred to as the “connection-side clutch”).

  In the process of adjusting the rotational shaft of the internal combustion engine, the rotational speed reduction mechanism performs control to reduce the rotational speed of the rotational shaft of the internal combustion engine once more than the rotational speed of the connection-side input shaft. The clutch torque learning unit finally engages the engagement-side clutch to synchronize the rotation shaft of the internal combustion engine and the connection-side input shaft. However, in the rotation speed reduction mechanism, the release-side clutch and the engagement-side clutch The rotation speed of the rotating shaft of the internal combustion engine is reduced by adjusting the degree of jointing. Specifically, the clutch torque of the disengagement side clutch is reduced (desirably 0), and the clutch torque of the engagement side clutch is set to a value smaller than the magnitude of the inertia of the internal combustion engine (of course, it may be 0). Reduce the rotation speed with. In order to reduce the rotational speed, the internal combustion engine can perform control such as stopping the fuel supply. Here, when the clutch torque learning unit has been operated before, the magnitude of the clutch torque is the torque necessary for synchronizing the rotating shaft of the internal combustion engine (necessary clutch torque: fuel). (The value correlates with the magnitude of the inertia of the internal combustion engine), the rotation speed can be controlled to a value that decreases in the required time. Specifically, it is set to a value smaller than the required clutch torque described above before and after the rotation speed of the rotation shaft of the internal combustion engine matches the rotation speed of the joint-side input shaft. In the previous stage, since the speed of decrease in the rotational speed can be increased even if it is larger than the magnitude of the required clutch torque, it is considered desirable from the viewpoint of realizing a prompt speed change operation. After that, it is controlled to a value larger than the required clutch torque by a clutch torque adjusting section described later. The extent to which the rotational speed is reduced will be described together with the description of the clutch torque calculation unit.

  The clutch torque adjusting unit adjusts and controls the magnitude of the clutch torque of the coupling side clutch so that the rotation speed of the rotation shaft of the internal combustion engine increases until reaching the rotation speed of the coupling side input shaft. Here, it is desirable that the magnitude of the clutch torque of the coupling-side clutch is equal to or slightly larger than the magnitude that allows the rotation shaft of the internal combustion engine to be coupled to the coupling-side input shaft. Compared with a case where the size is much larger than the size (for example, 100% of the size that can be generated by the coupling clutch), it is possible to suppress the occurrence of an impact that cannot be overlooked due to the coupling.

  The clutch torque calculation unit is a means that operates when the rotation speed of the rotation shaft of the internal combustion engine is increased toward the rotation speed of the joint-side input shaft due to the operation of the clutch torque adjustment unit described above. Of the rotation speed of the internal combustion engine (ΔNe) and the inertia (Ie) of the internal combustion engine, the current clutch torque (Tc) of the coupling clutch and the rotational torque (Te: Hereinafter, it is means for calculating a difference from “necessary clutch torque”. For example, the following relational expression holds between these values. (Tc−Te) = Ie · ΔNe. The change in rotational speed (ΔNe) can be easily measured by providing a rotational speed sensor on the rotational shaft of the internal combustion engine. In particular, when the rotation speed of the rotation shaft of the internal combustion engine is increased toward the rotation speed of the connection-side input shaft by the clutch torque adjustment unit, the value of the clutch torque of the connection-side clutch is made constant, and the internal combustion engine is in a steady state ( For example, it is possible to measure with high accuracy by measuring the gradient of the change in the rotational speed of the rotation shaft of the internal combustion engine with time after the fuel supply is stopped. Accordingly, the degree of reducing the rotational speed of the rotary shaft of the internal combustion engine in the above-described rotational speed reduction mechanism is set to such a magnitude that ΔNe can be measured with necessary accuracy.

  The value of the clutch torque of the engagement side clutch is corrected using the calculated current clutch torque value of the engagement side clutch. The magnitude of the clutch torque is adjusted by changing the clutch stroke by the actuator 7 as described above. However, the magnitude of the clutch stroke to be set is set to two or more in each case when the clutch torque learning unit is operated a plurality of times. It is possible to learn the relationship between the clutch torque and the clutch stroke by changing and learning the magnitude of the clutch torque.

  Here, as the magnitude of the inertia of the internal combustion engine, an appropriate value such as an actual measurement value or a theoretical value is set. If an accurate value is not set as the inertia value, the absolute values of the calculated current clutch torque and the required clutch torque will change, but their relative relationship will change. In addition, since it is possible to calculate the degree of deviation between the current clutch torque and the required clutch torque, the clutch torque of the coupling side clutch is determined based on the required clutch torque. Information with sufficient accuracy for control can be obtained. Note that the magnitude of the inertia can be corrected based on the magnitude of the calculated clutch torque.

  Hereinafter, specific operations of the control means will be described in order focusing on the operation of the clutch torque learning unit. In the following description, the description will be made based on the time when a shift is performed from the transmission gear existing in the first transmission mechanism 3 to the transmission gear existing in the second transmission mechanism 4. On the contrary, when shifting from the transmission gear existing in the second transmission mechanism 4 to the transmission gear existing in the first transmission mechanism 3, the same explanation is satisfied by exchanging the two, and the explanation is omitted.

  The gear position control unit calculates a gear position to be currently selected and then shifts to that gear position. The shift speed control unit performs a shift operation to an appropriate shift speed based on information such as the current state of the vehicle (vehicle speed, accelerator opening, etc.), driver's operation, and the like.

(Downshift)
In downshifting, after confirming that the target gear selected for the second gear mechanism 41 has been selected, the first clutch C1 is disengaged, and then the second clutch C2 is engaged. The disengagement of the first clutch C1 and the engagement of the second clutch C2 may be performed in parallel. By performing in parallel, discontinuity of acceleration can be reduced.

(Upshift)
When performing an upshift, after confirming that the target gear selected for the second gear mechanism 41 is selected, the first clutch C1 is disengaged, and then the second clutch C2 is engaged. The disengagement of the first clutch C1 and the engagement of the second clutch C2 may be performed in parallel. By performing in parallel, discontinuity of acceleration can be reduced. It is also desirable to control the engine so that the magnitude of the engine torque is small. By doing so, it is possible to quickly reduce the engine speed from the rotation speed of the first input shaft 21 to the rotation speed of the second input shaft 22 in a state where the acceleration feeling is reduced.

  When necessary at the time of this upshifting (for example, when performing an offupshifting), the clutch torque learning unit is operated to learn the clutch torque in the second clutch C2 as the coupling side clutch.

(Operation of clutch torque learning unit during upshifting)
A state when the clutch torque learning unit is operating will be described in detail with reference to FIG. FIG. 2 shows a case where the shift position of the second transmission mechanism 4 is upshifted by setting the accelerator opening to 0% during traveling at the shift stage of the first transmission mechanism 3. Note that the internal combustion engine torque changes toward torque 0 as the accelerator opening changes.

  When the accelerator opening is set to 0%, it is determined that the shift stage control unit performs an upshift, and the shift is started A. When the shift is started A, the first clutch C1 is released toward the clutch torque 0. The clutch torque in the second clutch C2 is engaged oppositely to the first clutch. The magnitude of the clutch torque is set to a value smaller than the magnitude of the required clutch torque. By making the clutch torque in the second clutch C2 larger than 0, the rotational speed of the rotary shaft of the internal combustion engine quickly decreases from the rotational speed of the first input shaft 21 toward the rotational speed of the second input shaft 22. Thereafter, since the clutch torque in the second clutch C2 is smaller than the required torque value, the rotational speed of the rotary shaft of the internal combustion engine is lower than the rotational speed of the second input shaft 22 (rotational speed reduction mechanism). When the rotation speed reduction mechanism is activated, the fuel supply to the internal combustion engine can be actively stopped regardless of the accelerator opening.

  Thereafter, the clutch torque in the second clutch C2 is increased to a value (Tc) slightly larger than the magnitude of the required clutch torque (reflecting the previous learning result or adopting a value obtained by some method). Here, it is confirmed that the rotational speed of the rotary shaft of the internal combustion engine increases (clutch torque adjusting unit). In FIG. 2, the timing for increasing the magnitude of the clutch torque is such that the clutch torque begins to increase when the engine speed becomes lower than the speed of the joint input shaft (second input shaft 22). I have to. This timing is not particularly limited, and is adjusted so that the internal combustion engine speed does not decrease more than necessary.

Then, the rotational speed of the rotating shaft of the internal combustion engine changes with a linear gradient (ΔNe) as shown in FIG. Using the value measured in this way, the difference between the value of Te and the value of Tc is obtained from the equation (Tc−Te) = Ie · ΔNe. Here, the relationship between the value of Tc and the degree of operation of the clutch actuator 7 is obtained, and when the clutch torque learning unit is operated after the next time, the clutch actuator 7 is operated with a different magnitude so that the clutch actuator 7 It is possible to obtain the relationship between the degree of operation and the value of the clutch torque (clutch torque calculation unit).
When the rotational speed of the second input shaft 22 matches the rotational speed of the rotational shaft of the internal combustion engine, it is determined that the shift is complete B, and the clutch torque in the second clutch C2 is increased to the maximum.

-Effect By learning the magnitude of the clutch torque in this way, it becomes possible to appropriately control the rotational speed of the rotary shaft of the internal combustion engine (the internal combustion engine speed indicated by a solid line in FIG. 2). Here, if the clutch torque of the coupling side clutch (second clutch C2) is more than the required clutch torque, the engine speed rapidly decreases as shown by the broken line on the left side of FIG. A shock is generated in order to join the joining side input shaft 22. On the contrary, if the required clutch torque is less than the required clutch torque, the internal combustion engine speed does not decrease rapidly as shown by the broken line on the right side of FIG. If the rotation speed of the rotation shaft of the internal combustion engine falls unnecessarily or the rotation speed of the rotation shaft of the internal combustion engine falls too low, the attempt is made to quickly match the rotation speed of the connection-side input shaft. It is conceivable that a shock may occur when the connecting clutch is engaged.

1: power transmission device,
21: first input shaft, 22: second input shaft, 23: output shaft,
3: first transmission mechanism, 31: first gear mechanism, 32: first gear mechanism selection means,
311: 1st speed (transmission gear), 312: 3rd speed (transmission gear), 313: 5th speed (transmission gear), 314: 7th speed (transmission gear), 321, 421: sleeve, 322, 422: fork,
323, 423: Fork shaft, 324, 424: Actuator,
4: second transmission mechanism, 41: second gear mechanism, 42: second gear mechanism selection means,
411: 2nd speed (transmission gear), 412: 4th speed (transmission gear), 413: 6th speed (transmission gear), 414: Reverse (transmission gear),
5: Control means,
61, 65, 66: counter shaft, 62: counter gear, 63: idler gear,
64: idler gear shaft,
7: Clutch actuator,
C1: first clutch, C2: second clutch.

Claims (4)

A first clutch and a second clutch that are independently switchable between a joint state rotationally connected to a rotating shaft of a power source and a disengaged state separated from the power source;
A first input shaft rotatably connected to the power source by the first clutch;
A second input shaft rotatably connected to the power source by the second clutch;
An output shaft rotationally coupled to the drive wheel;
A first speed change mechanism that is provided between the first input shaft and the output shaft and has a plurality of gear sets that form a plurality of shift speeds and that can selectively mesh and couple one set;
A second speed change mechanism that is provided between the second input shaft and the output shaft and has a plurality of gear sets that constitute a plurality of shift speeds and that can selectively mesh and couple one set;
Gear stage selection means for selecting an appropriate gear stage based on the state of the vehicle;
A control unit having a shift control unit that controls the power source, the first clutch, the second clutch, the first speed change mechanism, the second speed change mechanism, and the gear position selection unit;
A power transmission device having
The controller is
Rotation of a disengagement-side input shaft that is one of the first clutch and the second clutch and is an input shaft corresponding to a disengagement-side clutch that is controlled from the connected state to the disengaged state by the speed change operation. When the number is higher than the rotation speed of the joint side input shaft that is the input shaft corresponding to the joint clutch that is the other clutch, the disengagement side clutch is disengaged and the joint side clutch is joined. A rotation speed reduction mechanism for bringing the rotation speed of the rotation shaft of the power source to a rotation speed lower than the rotation speed of the connection-side input shaft until completion, and the power source reduced by the rotation speed reduction mechanism A clutch torque adjusting unit that adjusts the clutch torque of the coupling-side clutch so that the rotation number of the rotation shaft increases, and a change in the rotation number of the rotation shaft of the power source when adjusted by the clutch torque adjustment unit, Power source Power transmission apparatus characterized by having a clutch torque learning unit and a clutch torque calculator for calculating a clutch torque about the rotation axis of the power source from the inertia.   The power transmission device according to claim 1, further comprising power source rotation torque stabilization means for making a rotation torque of a rotation shaft of the power source constant when the clutch torque adjusting unit is operating. The power source is an internal combustion engine;
The power transmission device according to claim 2, wherein the power source rotational torque stabilization means stabilizes the rotational torque by stopping fuel supply to the power source. A first clutch and a second clutch that are independently switchable between a joint state rotationally connected to a rotating shaft of a power source and a disengaged state separated from the power source;
A first input shaft rotatably connected to the power source by the first clutch;
A second input shaft rotatably connected to the power source by the second clutch;
An output shaft rotationally coupled to the drive wheel;
A first speed change mechanism that is provided between the first input shaft and the output shaft and has a plurality of gear sets that form a plurality of shift speeds and that can selectively mesh and couple one set;
A second speed change mechanism that is provided between the second input shaft and the output shaft and has a plurality of gear sets that constitute a plurality of shift speeds and that can selectively mesh and couple one set;
Gear stage selection means for selecting an appropriate gear stage based on the state of the vehicle;
A control unit that controls the power source, the first clutch, the second clutch, the first speed change mechanism, the second speed change mechanism, and the gear position selection means to perform a speed change operation;
For a power transmission device having
Rotation of a disengagement-side input shaft that is one of the first clutch and the second clutch and is an input shaft corresponding to a disengagement-side clutch that is controlled from the connected state to the disengaged state by the speed change operation. When the number is higher than the rotation speed of the joint side input shaft that is the input shaft corresponding to the joint clutch that is the other clutch, the disengagement side clutch is disengaged and the joint side clutch is joined. A rotation speed down step for bringing the rotation speed of the rotation shaft of the power source to a rotation speed lower than the rotation speed of the connection-side input shaft until completion, and the power source reduced by the rotation speed reduction mechanism A clutch torque adjusting step for adjusting the clutch torque of the coupling-side clutch so that the rotational speed of the rotary shaft increases, and a change in the rotational speed of the rotary shaft of the power source when adjusted by the clutch torque adjusting unit, Clutch torque learning method and a clutch torque calculating a clutch torque about the rotation axis of the power source from the inertia of the serial power source.

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