JP2014109346A - Gear change control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a gear change control device which can reduce the generation of a sound resulting from a gap in a thrust direction between parts, in an automatic transmission.SOLUTION: In the gear change control device, an AT controller 7 for controlling a gear change of the automatic transmission AT on the basis of a preset shift schedule comprises a forcible gear change processing part (portion for executing a flow chart in Fig. 12) which forcibly changes a gear to a "third gear change stage" from a "second gear change stage" in the case that a second one-way clutch F2 is switched to a fastened state from a released state as it is in the "second gear change stage when a traveling state is transited to a drive traveling state from a coasting traveling state, and after that, executes forcible gear change processing for returning the gear to the "second gear change stage" according to the shift schedule.

Description

  The present invention relates to a shift control device suitable for a hybrid vehicle.

2. Description of the Related Art Conventionally, there is known a drive torque control device that suppresses a shock generated by rotational acceleration corresponding to a gear backlash due to a change in a meshing position of a transmission gear when a coasting traveling state is switched to a driving traveling state ( For example, see Patent Document 1).
In this prior art, when the target drive torque is switched from negative torque to positive torque, the gear shift determination is not performed until the transmission drive system from the transmission to the drive wheel is switched from the negative drive state to the positive drive state. The input torque to the machine is limited to be smaller than the target drive torque.

JP 2012-91618 A

  As described above, conventionally, the shock due to gear backlash when switching from the coasting running state to the drive running state by torque control can be suppressed, but the following problems cannot be solved.

Each component of the automatic transmission is set with a dimensional tolerance in the axial direction (and in the radial direction) for ensuring functionality, assembling property, and manufacturability. On the other hand, for planetary gears and parts connected to planetary gears, the axial direction of the same gear stage depends on the rotational direction of each part (sun gear, carrier, pinion gear, ring gear) constituting the planetary gear and the direction of driving force. The direction in which the load (thrust force) is applied changes.
For this reason, in the thrust bearing set in the transmission and its adjacent parts (for example, planetary gears and clutch hubs), a state in which a gap (backlash) is generated within a dimensional tolerance range occurs depending on the direction in which the thrust force is applied. .

When the gap is generated and the direction in which the axial load (thrust force) is applied to the component adjacent to the thrust bearing is reversed due to the shifting operation or accelerator ON / OFF operation, this component and the thrust bearing collide. There was a problem that a hitting sound was generated.
This hitting sound propagates through the automatic transmission into the vehicle interior. Especially when a motor with a low driving sound is used as a driving source, this hitting sound is easily heard by humans in the passenger compartment. There was a risk of discomfort and anxiety.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a shift control device capable of reducing the generation of noise caused by a gap in the thrust direction between parts in an automatic transmission. To do.

In order to achieve the above object, the shift control device of the present invention provides:
The shift control unit that controls the shift of the automatic transmission based on a preset shift schedule is a drive having an input from the drive source from a coasting running state in which no input from the drive source is input to the automatic transmission. When shifting to the running state, when the one-way clutch switches from the released state to the engaged state with the current gear stage, a forced gear shift for forcibly shifting from the current gear stage to another gear stage is executed. The vehicle shift control device includes a forced shift processing unit that executes a forced shift process for returning to the shift stage according to the shift schedule.

In the shift control device of the present invention, when the one-way clutch is switched from the disengaged state to the engaged state in the current gear position when the coasting driving state is shifted to the drive traveling state, the current gear position is forcibly changed. A forced shift is performed to shift to another gear.
By temporarily executing this forced shift, it is possible to change the direction of the thrust force acting on the rotating element in the automatic transmission and move the rotating element in the axial direction. It can be executed more slowly than movement by movement.
As a result, it is possible to suppress the hitting sound generated by the movement of the rotating element in the axial direction more than the hitting sound when the one-way clutch is engaged.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram showing a rear-wheel drive hybrid vehicle to which a transmission control device according to a first embodiment is applied. It is a control block diagram which shows the arithmetic processing performed with the integrated controller of the hybrid vehicle to which the transmission control apparatus of Embodiment 1 was applied. It is a figure which shows the EV-HEV selection map used when performing the mode selection process in the said integrated controller. 1 is a skeleton diagram illustrating an example of an automatic transmission mounted on a hybrid vehicle to which a transmission control device according to Embodiment 1 is applied. FIG. It is a fastening operation | movement table | surface which shows the fastening state of each friction fastening element for every gear stage of the said automatic transmission. 3 is a shift schedule map showing a shift schedule of an AT controller in the speed change control device of the first embodiment. It is sectional drawing which shows the principal part of the automatic transmission applied to the transmission control apparatus of Embodiment 1, Comprising: It is a figure explaining the thrust force which acts in a coasting driving state. It is sectional drawing which shows the principal part of the automatic transmission applied to the transmission control apparatus of Embodiment 1, Comprising: It is a figure explaining the thrust force which acts in a drive driving state. FIG. 3 is a schematic diagram showing a rotary element and a thrust bearing of an automatic transmission applied to the speed change control device of Embodiment 1, and shows a “second speed” drive travel state. FIG. 3 is a schematic diagram showing a rotating element and a thrust bearing of an automatic transmission applied to the speed change control device of Embodiment 1, and shows a coasting traveling state of “second speed stage”. FIG. 3 is a schematic diagram showing a rotation element and a thrust bearing of an automatic transmission applied to the transmission control device of Embodiment 1, and shows a “third speed” driving state. 3 is a flowchart illustrating a flow of forced shift processing of the shift control device according to the first embodiment. 3 is a time chart showing an operation at the time of execution of a forced shift process of the shift control apparatus of the first embodiment. It is explanatory drawing which shows the state of the accelerator opening at the time of operation | movement shown in FIG. 13, and a vehicle speed.

Hereinafter, the best mode for realizing the speed change control device of the present invention will be described based on the first embodiment shown in the drawings.
First, the configuration of the transmission control apparatus according to the first embodiment will be described.
FIG. 1 is an overall system diagram showing a hybrid vehicle by rear wheel drive to which the shift control device of the first embodiment is applied.

  As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine Eng, a flywheel FW, a first clutch CL1, a motor generator MG, a second clutch CL2, and an automatic transmission AT. , Propeller shaft PS, differential DF, left drive shaft DSL, right drive shaft DSR, left rear wheel (drive wheel) RL, right rear wheel (drive wheel) RR, left front wheel FL, and right front wheel FR And.

  The engine Eng is a gasoline engine or a diesel engine, and performs engine start control, engine stop control, and throttle valve opening control based on an engine control command from the engine controller 1. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine Eng and the motor generator MG, and is based on the first clutch control command from the first clutch controller 5 and is generated by the first clutch hydraulic unit 6. Engagement / release including half clutch state is controlled by one clutch control oil pressure.

  Motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and three-phase alternating current generated by inverter 3 is applied based on a control command from motor controller 2. Is controlled. The motor generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (hereinafter, this state is referred to as “powering”), and the rotor receives rotational energy from the engine Eng or driving wheels. , The battery 4 can be charged by functioning as a generator that generates electromotive force at both ends of the stator coil (hereinafter, this operation state is referred to as “regeneration”). The rotor of motor generator MG is connected to the transmission input shaft of automatic transmission AT via a damper.

  The second clutch CL2 is a clutch interposed between the motor generator MG and the left and right rear wheels RL, RR, and is generated by the second clutch hydraulic unit 8 based on the second clutch control command from the AT controller 7. The tightening / release including slip fastening and slip opening is controlled by the control hydraulic pressure. The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are built in an AT hydraulic control valve unit CVU attached to the automatic transmission AT.

  The automatic transmission AT is a stepped transmission that automatically switches stepped gears such as forward 7 speed / reverse 1 speed according to vehicle speed, accelerator opening, etc., and the second clutch CL2 is a dedicated clutch. It is not a newly added item, but an optimum clutch or brake arranged in the torque transmission path is selected from a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT. The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

As the first clutch CL1, for example, a dry single-plate clutch whose engagement / release is controlled by a hydraulic actuator 14 having a piston 14a is used.
As the second clutch CL2, for example, a wet multi-plate clutch or a wet multi-plate brake capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used. This hybrid drive system has an electric vehicle travel mode (hereinafter referred to as “EV travel mode”) and a hybrid vehicle travel mode (hereinafter referred to as “HEV travel mode”) according to the engaged / released state of the first clutch CL1. There are two driving modes. The “EV travel mode” is a mode in which the first clutch CL1 is in the released state and travels only with the power of the motor generator MG. The “HEV travel mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels in any of the engine travel mode, the motor assist travel mode, and the travel power generation mode.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the control system of the hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. And an AT controller 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can mutually exchange information. ing.

  The engine controller 1 inputs the engine speed information from the engine speed sensor 12, the target engine torque command from the integrated controller 10, and other necessary information. Then, a command for controlling the engine operating point (Ne, Te) is output to the throttle valve actuator of the engine Eng.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, a target MG torque command and a target MG rotational speed command from the integrated controller 10, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of motor generator MG is output to inverter 3. The motor controller 2 monitors the battery SOC representing the charging capacity of the battery 4, and the battery SOC information is used as control information for the motor generator MG and is also connected to the integrated controller 10 via the CAN communication line 11. Supplied to.

  The first clutch controller 5 inputs sensor information from the first clutch stroke sensor 15 that detects the stroke position of the piston 14a of the hydraulic actuator 14, the target CL1 torque command from the integrated controller 10, and other necessary information. Then, a command for controlling engagement / disengagement of the first clutch CL1 is output to the first clutch hydraulic unit 6 in the AT hydraulic control valve unit CVU.

The AT controller 7 inputs information from an accelerator opening sensor 16, a vehicle speed sensor 17, and other sensors 18 (transmission input rotation speed sensor, inhibitor switch, etc.). Then, when traveling with the D range selected, a control command for retrieving the optimum gear position by searching for the position where the operating point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map is obtained. Output to AT hydraulic control valve unit CVU. Further, in addition to the automatic shift control, the AT controller 7 gives a command for controlling the engagement / release of the second clutch CL2 in the AT hydraulic control valve unit CVU when the target CL2 torque command is input from the integrated controller 10. Second clutch control to be output to the two-clutch hydraulic unit 8 is performed.
The shift map is a map in which an upshift line and a downshift line are written according to the accelerator opening APO and the vehicle speed VSP, and an example is shown in FIG.

  The brake controller 9 inputs a wheel speed sensor 19 that detects the wheel speeds of the four wheels, sensor information from the brake stroke sensor 20, a regenerative cooperative control command from the integrated controller 10, and other necessary information. And, for example, at the time of brake depression, if the regenerative braking force is insufficient with respect to the required braking force required from the brake stroke BS, the shortage is compensated with mechanical braking force (hydraulic braking force or motor braking force) Regenerative cooperative brake control is performed.

  The integrated controller 10 is responsible for managing the energy consumption of the entire vehicle and running the vehicle with the highest efficiency. From the motor rotation speed sensor 21 that detects the motor rotation speed Nm and other sensors and switches 22. Necessary information and information are input via the CAN communication line 11. Then, the target engine torque command to the engine controller 1, the target MG torque command and the target MG rotational speed command to the motor controller 2, the target CL1 torque command to the first clutch controller 5, the target CL2 torque command to the AT controller 7, and the brake controller 9 Regenerative cooperative control command is output.

  FIG. 2 is a control block diagram illustrating arithmetic processing executed by the hybrid vehicle integrated controller 10 to which the hybrid vehicle control device of the first embodiment is applied. FIG. 3 is a diagram showing an EV-HEV selection map used when mode selection processing is performed by the integrated controller 10 of the hybrid vehicle. Hereinafter, based on FIG.2 and FIG.3, the arithmetic processing performed in the integrated controller 10 of Embodiment 1 is demonstrated.

As shown in FIG. 2, the integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, and an operating point command unit 400.
The target driving force calculation unit 100 calculates a target driving force tFoO from the accelerator opening APO and the vehicle speed VSP using the target driving force map.
The mode selection unit 200 uses the EV-HEV selection map shown in FIG. 3 to select “EV travel mode” or “HEV travel mode” as the target travel mode from the accelerator opening APO and the vehicle speed VSP. However, if the battery SOC is equal to or lower than the predetermined value, the “HEV travel mode” is forcibly set as the target travel mode.
The target charge / discharge calculation unit 300 calculates the target charge / discharge power tP from the battery SOC using the target charge / discharge amount map.
In the operating point command unit 400, based on input information such as the accelerator opening APO, the target driving force tFoO, the target travel mode, the vehicle speed VSP, the target charge / discharge power tP, the target engine torque A target MG torque, a target MG rotation speed, a target CL1 torque, and a target CL2 torque are calculated. Then, the target engine torque command, the target MG torque command, the target MG rotation speed command, the target CL1 torque command, and the target CL2 torque command are output to the controllers 1, 2, 5, and 7 via the CAN communication line 11.

  FIG. 4 is a skeleton diagram showing an example of an automatic transmission AT mounted in a hybrid vehicle to which the hybrid vehicle control device of the first embodiment is applied.

  The automatic transmission AT is a stepped automatic transmission with 7 forward speeds and 1 reverse speed, and driving force from at least one of the engine Eng and the motor generator MG is input from the input shaft Input, The rotational speed is changed by the seven frictional engagement elements and output from the output shaft Output. Next, a transmission gear mechanism (transmission mechanism) between the input shaft Input and the output shaft Output will be described.

  On the axis from the input shaft Input side to the output shaft Output side, the first planetary gear set GS1 by the first planetary gear G1 and the second planetary gear G2 and the second planetary gearset by the third planetary gear G3 and the fourth planetary gear G4 in order. GS2 is arranged. Further, an input clutch C1, a direct clutch C2, an H & LR (high & low reverse) clutch C3, a front brake B1, a low brake B2, a 2346 brake B3, and a reverse brake B4 are arranged as friction engagement elements. Further, a first one-way clutch F1 and a second one-way clutch F2 are arranged.

  The first planetary gear G1 is a single pinion planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 that meshes with both gears S1 and R1.

  The second planetary gear G2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 that supports a second pinion P2 that meshes with both gears S2 and R2.

  The third planetary gear G3 is a single pinion planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 that supports a third pinion P3 that meshes with both gears S3 and R3.

  The fourth planetary gear G4 is a single pinion planetary gear having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports a fourth pinion P4 that meshes with both the gears S4 and R4.

  The input shaft Input is connected to the second ring gear R2 and inputs a rotational driving force from a driving source for driving (engine Eng and motor generator MG). The output shaft Output is connected to the third carrier PC3, and transmits the output rotational driving force to the driving wheels (left and right rear wheels RL, RR) via a final gear or the like.

  The first ring gear R1, the second carrier PC2, and the fourth ring gear R4 are integrally connected by the first connecting member M1. The third ring gear R3 and the fourth carrier PC4 are integrally connected by a second connecting member M2. The first sun gear S1 and the second sun gear S2 are integrally connected by a third connecting member M3.

  The first planetary gear set GS1 is configured to have four rotating elements by connecting the first planetary gear G1 and the second planetary gear G2 with the first connecting member M1 and the third connecting member M3. . Further, the second planetary gear set GS2 is configured to have five rotating elements by connecting the third planetary gear G3 and the fourth planetary gear G4 by the second connecting member M2.

  In the first planetary gear set GS1, torque is input from the input shaft Input to the second ring gear R2, and the input torque is output to the second planetary gear set GS2 via the first connecting member M1. In the second planetary gear set GS2, torque is directly input to the second connecting member M2 from the input shaft Input, and is input to the fourth ring gear R4 via the first connecting member M1, and the input torque is input to the third carrier. It is output from the PC 3 to the output shaft Output.

The input clutch C1 is a clutch that selectively connects and disconnects the input shaft Input and the second connecting member M2.
The direct clutch C2 is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4.
The H & LR clutch C3 is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4.

  The second one-way clutch F2 is disposed between the third sun gear S3 and the fourth sun gear S4. Thereby, when the H & LR clutch C3 is released and the rotation speed of the fourth sun gear S4 is higher than that of the third sun gear S3, the third sun gear S3 and the fourth sun gear S4 generate independent rotation speeds. Therefore, the third planetary gear G3 and the fourth planetary gear G4 are connected via the second connecting member M2, and each planetary gear achieves an independent gear ratio.

The front brake B1 is a brake that selectively stops the rotation of the first carrier PC1 with respect to the transmission case.
The first one-way clutch F1 is arranged in parallel with the front brake B1. The low brake B2 is a brake that selectively stops the rotation of the third sun gear S3 with respect to the transmission case.
The 2346 brake B3 is a brake that selectively stops the rotation of the third connecting member M3 that connects the first sun gear S1 and the second sun gear S2 with respect to the transmission case.
The reverse brake B4 is a brake that selectively stops the rotation of the fourth carrier PC4 with respect to the transmission case Case.

  FIG. 5 is a fastening operation table showing a fastening state of each frictional engagement element for each shift stage in the automatic transmission AT mounted on the hybrid vehicle to which the hybrid vehicle control device of the first embodiment is applied. In FIG. 2, ◯ indicates that the friction engagement element is in an engaged state, (◯) indicates that the friction engagement element is in an engagement state at least when the engine brake is operated, and no mark indicates the friction engagement. Indicates that the element is open.

  Of the frictional engagement elements provided in the transmission gear mechanism configured as described above, one of the frictional engagement elements that have been engaged is released, and one of the frictional engagement elements that have been released is engaged. By doing so, it is possible to realize a first reverse speed with seven forward speeds as described below.

That is, in the “first speed”, only the low brake B2 is engaged, whereby the first one-way clutch F1 and the second one-way clutch F2 are engaged.
In “second speed”, the low brake B2 and the 2346 brake B3 are engaged, and the second one-way clutch F2 is engaged.
In “third speed”, the low brake B2, the 2346 brake B3, and the direct clutch C2 are engaged, and the first one-way clutch F1 and the second one-way clutch F2 are not engaged.
In “fourth speed”, the 2346 brake B3, the direct clutch C2, and the H & LR clutch C3 are engaged.
In “5th speed”, the input clutch C1, the direct clutch C2, and the H & LR clutch C3 are engaged.
In “6th speed”, the 2346 brake B3, the input clutch C1, and the H & LR clutch C3 are engaged.
At “7th speed”, the front brake B1, the input clutch C1, and the H & LR clutch C3 are engaged.
At “reverse speed”, the reverse brake B4, the first one-way clutch F1, and the second one-way clutch F2 are engaged.

  Here, as the second clutch CL <b> 2 shown in FIG. 1, a friction engagement element that is engaged at each gear can be selected. For example, in the “first to third gears”, the low brake B <b> 2 is “ The H & LR clutch C3 can be used in the “fourth to seventh gear”.

The one-way clutches F1 and F2 are clutches that transmit rotational force only in one direction. When the rotational speed of the input shaft Input is equal to or higher than the rotational speed of the output shaft Output, the clutch is engaged and the input shaft Input is input. Is transmitted to the output shaft Output.
On the other hand, when the rotational speed of the output shaft Output exceeds the rotational speed of the input shaft Input, the one-way clutches F1 and F2 are disengaged, and the rotation of the output shaft Output is not transmitted to the input shaft Input.
Therefore, in FIG. 5, the displayed one-way clutches F1 and F2 that are engaged at the forward “1st speed” and “2nd speed” respectively input driving force from the driving source side to the automatic transmission AT. It is concluded in the drive running state. On the other hand, the vehicle is released in an inertia running state (hereinafter referred to as a coasting running state) in which the driver removes his / her foot from the accelerator pedal.

  The AT controller 7 determines a gear position according to the vehicle speed VSP and the accelerator opening APO based on the shift map shown in FIG. 6 described above, and if there is a need to shift from the current gear position, the clutch and brake The gear is shifted by releasing the fastening.

Next, the thrust bearing will be described.
FIG. 9 is a diagram schematically showing the rotational elements of the automatic transmission AT, and is an explanatory diagram of the thrust force acting at the “second gear stage”. As shown in the figure, the automatic transmission AT is provided with a first thrust bearing tb1 to a twelfth thrust bearing tb12 that support the rotating element in the axial direction (thrust direction).

  Of the thrust bearings tb1 to tb12, specific examples of structures in the vicinity of the eighth thrust bearing tb8 related to the operation of the first embodiment are shown in FIGS.

  The fourth sun gear S4 is supported by the seventh thrust bearing tb7 on the left side in the axial view, and supported by the eighth thrust bearing tb8 on the right side in the opposite view. ing. The fourth sun gear S4 has a dimensional tolerance gap between the thrust bearings tb7 and tb8, and can move in the thrust direction by the gap.

  The component 101 spline-fitted with the fourth sun gear S4 is supported in the thrust direction by a ninth thrust bearing tb9 on the front side of the vehicle and a tenth thrust bearing tb10 on the rear side of the vehicle. This component 101 also has a dimensional tolerance gap between the thrust bearings tb9 and tb10, and can move in the thrust direction by the gap.

  The clutch hub 102 of the H & LR clutch C3 connected to the third sun gear S3 of the third planetary gear G3 is supported by the eighth thrust bearing tb8 on the vehicle front side and supported by the ninth thrust bearing tb9 on the vehicle rear side. ing. The clutch hub 102 is also provided with a dimensional tolerance gap between the thrust bearings tb8 and tb9, and can move in the thrust direction by the gap.

(Solutions for the embodiment)
Next, problems to be solved in the first embodiment will be described.
That is, as for each component of the automatic transmission AT, dimensional tolerances are set in the axial direction and the radial direction for ensuring functions, assembling, and manufacturability.
In addition, the planet gears G1 to G4 and the components (sun gear, carrier, pinion gear, ring gear) connected to the planet gears G1 to G4 are axial in the same gear stage depending on the rotation direction and the direction of driving force of each component. The direction in which the load (thrust force) is applied changes.

  For this reason, the thrust bearings tb1 to tb12 set in the automatic transmission AT and the components adjacent to the thrust bearings tb1 to tb12 have a state in which a gap (backlash) is generated within a dimensional tolerance range depending on the direction in which the thrust force is applied. From this state, if the direction in which the thrust force is applied between the parts sandwiching the thrust bearings tb1 to tb12 is changed by shifting operation, accelerator ON / OFFF operation, etc., a movement to narrow the gap occurs in the part where the gap between the parts is large. Both parts collide, and a hitting sound is generated.

  In particular, in the hybrid vehicle, there is an EV traveling mode (running with the engine Eng stopped) in which only the motor generator MG is used as a driving force. In this EV travel mode, there is a problem in that the hitting sound is relatively loud in the passenger compartment as compared with the HEV travel mode in which the engine Eng is driven, which causes discomfort and anxiety to people in the passenger compartment. It was.

  As a measure to reduce the impact sound, a measure to reduce the regenerative amount and the transmission torque capacity of the frictional engagement element in order to reduce the axial load (thrust force) can be considered, but on the other hand, there is a problem that fuel consumption deteriorates. I will have it. In addition, there is a measure to eliminate the gap between two parts by interposing a spacer or the like, but this has a problem of an increase in cost accompanying an increase in part variation and an increase in unit assembly time.

The problem of the sound hitting will be specifically described taking the case of “second gear” as an example.
In “second gear”, in the “coasting running state”, as shown in FIG. 5, in addition to engaging the low brake B2 and the 2346 brake B3, the H & LR clutch C3 is engaged. In the coasting running state, both one-way clutches F1 and F2 are in the released state.
Thereby, the driving force input from the driving wheels (left and right rear wheels RL, RR) to the output shaft Output can be transmitted to the motor generator MG via the input shaft Input to perform regeneration.

  Further, in this case, the movement of the first carrier PC1 in the axial direction of the first planetary gear G1 connected to the first one-way clutch F1 is released by releasing the first one-way clutch F1. However, since no thrust force is generated in the first carrier PC1, the amount of gap between the second thrust bearing tb2 and the third thrust bearing tb3 does not change.

Further, by releasing the second one-way clutch F2, the movement of the fourth planetary gear G4 connected to the second one-way clutch F2 in the axial direction of the fourth sun gear S4 is released. At this time, the fourth sun gear S4 becomes a drive input from the drive wheels (left and right rear wheels RL, RR) side, and the acting direction of the thrust force is the vehicle front direction in the axial direction indicated by the arrow FFS4 in FIG. For this reason, the fourth sun gear S4 moves forward in the axial direction by the gap amount, and its axial position is regulated by the seventh thrust bearing tb7, while a clarance is generated between the fourth sun gear S4 and the eighth thrust bearing tb8. .
Further, as shown in FIGS. 7 and 10, the thrust force indicated by the arrow FFR3 also acts on the third ring gear R3 of the third planetary gear G3 to move forward in the axial direction of the vehicle. Accordingly, the axial position of the third ring gear R3 is regulated by the sixth thrust bearing tb6.

  As the second one-way clutch F2 is released, the part 101 that is spline-fitted with the fourth sun gear S4 is also released from the axial movement restriction, and moved forward in the axial direction by the thrust force indicated by the arrow FFS4. The movement of the component 101 toward the front of the vehicle is regulated in the axial position by the ninth thrust bearing tb9, and a gap is generated between the component 101 and the tenth thrust bearing tb10.

  In addition, the clutch hub 102 of the H & LR clutch C3 connected to the third sun gear S3 of the third planetary gear G3 is subjected to the axial thrust of the vehicle rear side indicated by the arrow FRR3 on the third planetary gear G3. It moves to the vehicle rear side in the axial direction together with the sun gear S3, and the axial position is regulated by the ninth thrust bearing tb9. Therefore, a gap is generated between the clutch hub 102 and the eighth thrust bearing tb8.

Next, a description will be given of a case where the “second gear” is changed from “coating running state” to “drive running state”.
In the “2nd speed” “driving state”, as shown in FIG. 5, the H & LR clutch C3 is disengaged and the second one-way clutch F2 is engaged. Further, the engagement of the second one-way clutch F2 is instantaneously performed when the rotational directions of both sun gears S3 and S4 are reversed.
FIG. 8 and FIG. 9 show the “driving state” at “second gear”.
In this case, in the fourth sun gear S4, a thrust force on the front side in the axial direction indicated by the arrow FRS4 is applied by reversing the torque transmission direction. Similarly, a thrust force acts on the third ring gear R3 of the third planetary gear G3 toward the rear of the vehicle in the axial direction indicated by the arrow FRR3.
As a result, the fourth sun gear S4, the clutch hub 102, and the component 101 move toward the rear of the vehicle in the axial direction. Therefore, between the fourth sun gear S4 and the eighth thrust bearing tb8, between the component 101 and the tenth thrust bearing tb10, and between the clutch hub 102 and the eighth thrust bearing tb8, where the Clarins have been formed so far. A hitting sound is generated when the gap amount is narrowed.

(Operation of Embodiment 1)
Therefore, in the first embodiment, the following forced shift process is performed in the AT controller 7 in order to suppress the occurrence of the hitting sound.
Hereinafter, the flow of the forced shift process will be described based on the flowchart of FIG.
In step S101, the current shift speed, control region, and accelerator opening are read, and then the process proceeds to step S102.
In step S102, it is determined whether or not the current traveling state is a preset “specific shift speed”, “accelerator opening 0”, and “EV region”, and all of these conditions are satisfied. If so, the process proceeds to step S103, and if any one is not established, the process returns to step S101. The “specific shift speed” means that either one of the one-way clutches F1 and F2 is released when the accelerator opening is 0 (coasting running state) and the accelerator opening is ON (accelerator opening> 0). ) Indicates the gear position at which one of the one-way clutches F1 and F2 is released. In the first embodiment, the “specific shift speed” is “second speed”.

In step S103, as in step S101, the current shift speed, control region, and accelerator opening are read, and then the process proceeds to step S104.
In step S104, it is determined whether or not the current travel state has shifted to the drive travel state in which the accelerator opening degree is ON while maintaining the "specific shift speed" and the "EV region". Returning to S103, if this shift is made, the process proceeds to step S105.

  In step S105, which proceeds when the coasting state is shifted to the drive state at the “specific shift stage”, the forced shifting operation is started, and then the timer count is started in step S106. The forced shift operation will be described later.

In step S107, it is determined whether or not the timer count started in step S106 has ended. If it has ended, the process proceeds to step S108. Note that the count time of this timer is an extremely short time, and is the time required for the axial movement of the gap of the fourth sun gear S4 described above.
In step S108, the gear position is returned to the gear position determined by the shift schedule of the main body, and then the process proceeds to the end.

(Forced shift operation)
Here, the forced shift operation will be described.
In the coasting running state of “specific gear” determined as YES in step S102, the clutch hub 102 is between the fourth sun gear S4 and the eighth thrust bearing tb8, between the component 101 and the tenth thrust bearing tb10. And an eighth thrust bearing tb8.
In the forced shifting operation, when the coasting driving state is changed to the driving driving state, the second one-way clutch F2 that is in the released state is maintained in the released state, and is switched to a gear stage that can narrow the gap amount. It is operation.

  Specifically, the gear is changed from “second gear” to “third gear” by the forced gear shifting operation.

FIG. 11 shows the transmission direction of the thrust load when “3rd speed” is set in the driving state. As shown in this figure, the thrust force acting on the fourth sun gear S4 and the third ring gear R3 is the axial direction as indicated by the arrows FRS4 and FRR3, respectively, as in the case of the “second gear” drive. Behind the vehicle. Further, the thrust force acting on the third sun gear S3 is in front of the vehicle in the axial direction, as indicated by the arrow FFS3, as in the case of the “second gear” drive.
Accordingly, the amount of clearance between the eighth thrust bearing tb8 and the fourth sun gear S4 expanded in the coasting state of the “second gear stage” that is the “specific gear stage”, the tenth thrust bearing tb10 and the part 101 The gap amount between the second thrust bearing tb8 and the clutch hub 102 becomes narrower.

(Operation example)
Next, an example of the operation of the transmission control apparatus according to the first embodiment will be described based on the time chart of FIG.
In this operation example, the relationship between the accelerator opening APO and the vehicle speed VSP is shown as state 2 from the coasting driving state at “second gear” shown as state 1 in FIG. This shows a case where the driving state is changed to “2nd gear”.

That is, at time t0 in FIG. 14, the state is the above-described state 1, which is the coasting state of “second gear” in the EV traveling mode, and regeneration is performed.
At this time, in the automatic transmission AT, as shown in FIG. 7, a thrust force in the axial direction indicated by the fourth sun gear S4, the component 101, the arrows FFS4 and FFR3 acts in the axial direction. In addition, a thrust force toward the rear of the vehicle in the axial direction, indicated by an arrow FRS3 in FIG. 10, acts on the clutch hub 102 connected to the third sun gear S3. As a result, in the eighth thrust bearing tb8 and the tenth thrust bearing tb10, the amount of gap between adjacent parts is increased.
Further, in this state 1, since “specific shift speed (second speed)”, “accelerator opening 0”, and “EV region”, YES is determined in step S102 in the flowchart of FIG. 12, and Steps S103 and S104 are repeated.
Then, this state is maintained until the time point t1 in the time chart of FIG. 13, and the processing of step S103 and step S104 is repeated in the flowchart of FIG.

Thereafter, at time t1 in FIG. 13, the driver depresses the accelerator pedal, so that the relationship between the accelerator opening APO and the vehicle speed VSP changes from state 1 to state 2 in the shift schedule. That is, the accelerator opening APO> 0 while maintaining the “specific shift speed (second speed)” and the “EV region”.
Accordingly, in the flowchart of FIG. 12, a YES determination is made in step S104, and the forced shift operation in step S105 is executed for the timer count time based on steps S106 and S107.
At this time, in the shift schedule, the state 2 is originally an area of “second gear”, but as shown in FIG. 13, “third gear” is only from the time point t1 to the time point t2 (timer count time). ”(State 3 in FIG. 14).

  Accordingly, as shown in the engagement operation table of FIG. 5, both the wayway clutches F1 and F2 are maintained in the released state, and the H & LR clutch C3 is maintained while the low brake B2 and the 2346 brake B3 are maintained in the engaged state. Open and direct clutch C2 is engaged. Therefore, as shown in FIG. 11, the direction of the thrust force acting on the fourth sun gear S4, the part 101, the third sun gear S3, and the clutch hub 102 is reversed, and the coasting travel causes both thrust bearings tb8 and tb10 to The amount of gap that has been expanded narrows.

  At this time, the opening of the H & LR clutch C3 and the engagement of the direct clutch C2 are performed by the hydraulic pressure supplied from the AT hydraulic control valve unit CVU. For this reason, as shown in the time chart of FIG. 13, the gap amount narrows over the above-described timer count time (time between t1 and t2). Therefore, the change in the gap amount is a gradual change compared to the change in the gap amount when the second one-way clutch F2 is mechanically engaged, and the occurrence of a hitting sound can be suppressed.

Thereafter, at time t2 when the timer count time has elapsed, based on the processing in step S108, the original "second speed stage" based on the shift schedule (state 4 in FIG. 14, original state 2) is restored.
That is, the direct clutch C2 is engaged while maintaining the engaged state of the low brake B2 and the 2346 brake B3. Further, in this case, the second one-way clutch F2 is switched from the released state to the engaged state. However, since the gap amount between the two thrust bearings tb8 and tb10 has already narrowed at the time t2, the above-mentioned “3” As compared with the case where the forced shift to the “speed stage” is not performed, the generation of the hitting sound can be suppressed.

(Effect of Embodiment 1)
In the shift control apparatus of the first embodiment, the effects listed below can be obtained.
1) A shift control apparatus according to Embodiment 1
An automatic transmission AT including both one-way clutches F1 and F2 in a fastening element that is interposed in a driving force transmission system from a vehicle drive source (motor MG and engine Eng) to left and right rear wheels RL and RR and that steps a rotating element. When,
An AT controller 7 as a shift control unit for controlling the shift of the automatic transmission AT based on a preset shift schedule;
It is included in the AT controller 7 and remains at the current gear position when shifting from a coasting running state in which there is no input from the drive source to the automatic transmission AT to a drive running state in which there is an input from the drive source. When each one-way clutch F1, F2 is switched from the disengaged state to the engaged state, a forced shift process for forcibly shifting from the current shift stage to another shift stage and then returning to the shift stage according to the shift schedule is executed. A forced shift processing unit (a portion for executing the flowchart of FIG. 12);
It is characterized by having.
As described above, by temporarily performing a shift by the forced shift process, it is possible to change the direction of the thrust force acting on the rotating element in the automatic transmission AT and move the rotating element in the axial direction. . Since this speed change is performed by hydraulic control by the AT hydraulic control valve unit CVU, the change in the direction of the thrust force acting on the rotating element is more gradual than the change in the direction of the thrust force due to the engagement of the one-way clutches F1 and F2. Is possible.
Therefore, the axial movement of the rotating element can be performed gently, and the hitting sound generated by the change in the direction of the thrust force acting on the rotating element can be suppressed.
In addition, since the control of the hitting sound is simply performed by the shift control, compared with the case of suppressing by using a component that suppresses the gap amount such as the spacer, the increase in the part cost is prevented and the unit assembly process time is increased. The cost can be reduced by the prevention.
Further, in the forced shift process, the coasting time is not shortened and the input transmission state from the drive wheel side is maintained, so the regenerative amount is not reduced and the fuel efficiency is not adversely affected.

2) The shift control device of the first embodiment is
The shift stage in which the forced shift processing unit (the part that executes the flowchart of FIG. 12) forcibly shifts during the forced shift process is performed while the one-way clutches F1 and F2 are kept open while the one-way clutches F1 and F2 are kept open. A gear stage that moves a component (component 101 or clutch hub 102) that transmits torque at the time of fastening in a thrust direction that reduces a gap amount with a thrust bearing (9th thrust bearing tb9 or 10th thrust bearing tb10) adjacent thereto. It is characterized by being "3rd gear stage".
As described above, in the first embodiment, the second one-way clutch F2 is moved by the forced shift process while the second one-way clutch F2 that is fastened when shifting from the coasting driving state to the driving state is maintained in the released state. The component 101 and the clutch hub 102 that move in the thrust direction at the time of fastening are moved in the thrust direction. At this time, as described in the above 1), the movement can be performed slowly to suppress the generation of the hitting sound.
After that, when the second one-way clutch F2 is engaged based on the original shift schedule, the component 101 and the clutch hub 102 that change the acting direction of the thrust force due to the engagement have already moved in the thrust direction. Therefore, it is possible to reduce the hitting sound generated with this fastening.

3) The shift control device of the first embodiment is
The vehicle includes a motor generator MG and an engine Eng as drive sources, an EV travel mode that uses only the motor generator MG as a drive source, and an HEV travel mode that uses the engine Eng and the motor generator MG as drive sources. A hybrid vehicle that can be formed,
The forced shift processing unit (the portion that executes the flowchart of FIG. 12) is characterized in that the forced shift process is executed only in the EV travel mode.
In the hybrid vehicle, the driving sound of the engine Eng is not generated in the EV traveling mode. Therefore, when the above-described hitting sound is generated in the automatic transmission AT, it is heard by the occupant compared with the HEV traveling mode in which the engine Eng is driven. Cheap.
In view of this, in the EV travel mode, which is a travel scene in which the hitting sound is conspicuous, the generation of the hitting sound can be effectively suppressed by executing the forced shift process. Further, the number of shifts in the automatic transmission AT can be reduced compared with the case where the forced shift process is executed even in a mode other than the EV travel mode, so that energy consumption can be reduced and durability can be improved.

4) The shift control device of the first embodiment is
The forced shift processing unit (the portion that executes the flowchart of FIG. 12) is configured to switch from the coasting traveling state to the drive traveling state, which is a starting condition of the forced shift processing, to an accelerator opening sensor 16 as an accelerator opening detecting unit. Is detected when the accelerator opening APO detected from the state changes from 0 to a state larger than 0 (step S104).
In this way, since the change from the coasting running state to the drive running state is detected by the accelerator opening APO, this change is detected in the automatic transmission AT from the negative torque transmission state due to the coasting running state to the drive running. It can be detected at a time before switching to a positive torque transmission state depending on the state. Therefore, before the second one-way clutch F2 is engaged, the switching from the coasting traveling state to the drive traveling state is detected earlier than that detected based on the state of the rotating element in the automatic transmission AT. In addition, the forced shift process can be executed.
That is, in the automatic transmission AT, there is gear play in the rotational direction, and when the negative torque transmission state changes to the positive torque transmission state, the idle running time corresponding to this gear play in the rotational direction. Occurs. By executing the forced shift process during the idle running time due to the gear backlash from the change in the accelerator opening APO, the engagement of the second one-way clutch F2 can be reliably prevented.

5) The shift control device of the first embodiment is
The forced shift processing unit (the part that executes the flowchart of FIG. 12) is configured to perform a shift to “3rd speed” as another shift stage in the forced shift process by a timer count time (t1 to t1) that is a preset set time. (time t2), and after this set time has elapsed, processing for returning to the gear position according to the shift schedule is performed.
As described above, the set time, which is the execution time of the forced shift process, is the time between the time t1 and the time t2 in FIG. 13, and by this time setting, the speed adjustment of the member that moves according to the direction of the thrust force is adjusted. Is possible. Therefore, it is possible to reliably suppress the hitting sound based on this speed adjustment.
In addition, as described in 4) above, the timer count time is set so that the torque transmission direction in the automatic transmission AT is actually changed from negative to positive from the time point when the coasting driving state is switched to the driving driving state. It is preferable to set the time until the time before the change.

  The gear change control device of the present invention has been described based on the embodiment. However, the specific configuration is not limited to this embodiment, and the gist of the invention according to each claim of the claims. As long as they do not deviate, design changes and additions are permitted.

For example, in the embodiment, an example in which the shift control device of the present invention is applied to a rear-wheel drive hybrid vehicle has been described. However, the shift control device of the present invention can be applied to front-wheel drive or four-wheel drive hybrid vehicles, front-wheel drive, rear-wheel drive, or four-wheel drive electric vehicles. Or even if it has a drive source other than a motor, it is particularly effective for a device with a low drive sound.
In the embodiment, the “second gear” is exemplified as the “specific gear”, but the main point is that the one-way clutch is engaged during driving and the one-way clutch is released during coasting. If there is, it is not limited to “second gear”. In the first embodiment, even in the case of “first gear”, the gear may be changed to “specific gear” and “third gear” as “other gear”. Of course, with other automatic transmission structures, gears other than these “first gear” and “second gear” can be designated as “specific gears”.

7 AT controller (shift control unit: forced shift processing unit)
101 Parts (members that transmit torque when the second one-way clutch is engaged)
102 Clutch hub (member that transmits torque when the second one-way clutch is engaged)
APO Accelerator opening degree AT Automatic transmission Eng Engine (drive source)
F1 First one-way clutch F2 Second one-way clutch MG Motor generator (drive source)
PC1 first carrier (member that transmits torque when the first one-way clutch is engaged)
RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel S3, third sun gear (member that transmits torque when the second one-way clutch is engaged)
S4 Fourth sun gear (member that transmits torque when the second one-way clutch is engaged)
tb7 7th thrust bearing (adjacent thrust bearing)
tb8 8th thrust bearing (adjacent thrust bearing)
tb9 9th thrust bearing (adjacent thrust bearing)
tb10 10th thrust bearing (adjacent thrust bearing)
VSP vehicle speed

Claims (5)

An automatic transmission that includes a one-way clutch in a fastening element that is interposed in a driving force transmission system from a driving source of a vehicle to a driving wheel and that is stepped on a rotating element;
A shift control unit that controls the shift of the automatic transmission based on a preset shift schedule;
It is included in the shift control unit, and when the automatic transmission shifts from a coasting traveling state where there is no input from the drive source to a drive traveling state where there is an input from the drive source, When the one-way clutch switches from the disengaged state to the engaged state, the forced shift process is performed forcibly shifting from the current shift stage to another shift stage and then returning to the shift stage according to the shift schedule. A forced gear shift processing unit,
A shift control apparatus comprising: The shift control apparatus according to claim 1, wherein
The shift stage in which the forced shift processing unit forcibly shifts during the forced shift process is adjacent to a component that transmits torque when the one-way clutch is engaged while the one-way clutch is maintained in an open state. A speed change control device, characterized in that the speed change gear is moved in a thrust direction to reduce a gap amount with a thrust bearing. The shift control device according to claim 1 or 2,
The vehicle includes a motor and an engine as the drive source, and forms an EV travel mode that uses only the motor as the drive source, and an HEV travel mode that uses the engine and the motor as the drive source. Is a possible hybrid vehicle,
The shift control device, wherein the forced shift processing unit executes the forced shift process only in the EV travel mode. In the transmission control device according to any one of claims 1 to 3,
The forced shift processing unit changes from the coasting travel state to the drive travel state, which is the starting condition for the forced shift processing, from the state where the accelerator opening detected by the accelerator opening detection unit is 0. A shift control device characterized by detecting that the state has changed to a larger state. The shift control device according to any one of claims 1 to 4,
The forced shift processing unit performs a shift to the other shift stage in the forced shift process for a preset set time, and performs a process for returning to the shift stage according to the shift schedule after the set time elapses. A shift control device characterized by the above.