JP2014177962A - Control apparatus of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control apparatus of automatic transmission capable of preventing a reduction in durability of an engaging clutch even if there is a new shift request requiring a changing-over of operation control for the engaging clutch during a transmission control.SOLUTION: This invention relates to a control apparatus of automatic transmission comprising an automatic transmission having an engaging clutch acting as a transmission element and a transmission controller for performing a transmission control of the automatic transmission. The transmission controller determines whether or not the transmission control can be continuously performed through a first transmission request on the basis of the transmission torque of the engaging clutch when a second transmission request occurs, in the case there is the second transmission request such that the engaging clutch is connected/released in the midway of the transmission control for releasing/connecting the engaging clutch under the first transmission request.

Description

  The present invention relates to an automatic transmission control device including an automatic transmission having an engagement clutch, and a shift control means for performing shift control of the automatic transmission.

  2. Description of the Related Art Conventionally, there is known an automatic transmission control device that includes a stepped automatic transmission having a dog clutch that is engaged at a low speed and a friction clutch that is engaged at a high speed as a speed change element, and that shifts between an engagement clutch and a friction clutch. (For example, refer to Patent Document 1).

JP 2010-202124 A

By the way, in the conventional automatic transmission control device, the dog clutch is engaged by the increase of the driver's required driving force during the shift control for releasing the engagement clutch, that is, during the shift control from the low speed stage to the high speed stage. A request for shifting to a low speed stage may be newly generated. At this time, in order to respond to a newly generated shift request, it is necessary to switch the operation control of the engagement clutch from the disengagement operation to the engagement operation.
However, depending on the state of the engagement clutch when a new shift request is generated, switching the operation control of the engagement clutch may cause an excessive torque to act on the engagement clutch. In addition, when an excessive torque is applied, the engagement clutch may be worn and the clutch durability may be reduced. In particular, when the engagement clutch is a synchro-type engagement clutch having a synchronization mechanism, the relative positional relationship between the chamfer on the clutch hub side and the chamfer on the clutch gear side does not work when excessive torque is applied. There is a case. Therefore, a criterion for responding as much as possible to a newly generated shift request while preventing a decrease in clutch durability is required.

  The present invention has been made paying attention to the above problem, and prevents a decrease in the durability of the engagement clutch even when there is a new shift request that requires switching of the operation control of the engagement clutch during the shift control. An object of the present invention is to provide a control device for an automatic transmission that can respond to a new shift request as much as possible.

To achieve the above object, a control device for an automatic transmission according to the present invention is provided in a drive system of a vehicle, and includes an automatic transmission having an engagement clutch as a transmission element, and shift control for performing shift control of the automatic transmission. Means.
When the second shift request for engaging / disengaging the engagement clutch is made during the shift control for releasing / engaging the engagement clutch according to the first shift request, the shift control means It is determined whether or not to continue the shift control according to the first shift request based on the transmission torque of the engagement clutch at the time when the shift request is generated.

In the present invention, when there is a second shift request for engaging / disengaging the engagement clutch during the shift control for releasing / engaging the engagement clutch according to the first shift request, the shift control means causes the second shift to be performed. Based on the transmission torque of the engagement clutch at the time when the request is generated, it is determined whether or not to continue the shift control according to the first shift request. That is, whether or not to respond to the newly generated second shift request is determined by the transmission torque of the engagement clutch.
Here, the torque acting on the engagement clutch depends on the magnitude of the transmission torque of the engagement clutch. Therefore, by determining whether or not to continue the shift control according to the first shift request based on the transmission torque of the engagement clutch, the engagement clutch is determined according to the state of the torque acting on the engagement clutch. It is possible to appropriately determine whether or not the operation control can be switched.
As a result, even if there is a new shift request that requires switching of the operation control of the engagement clutch during the shift control, it is possible to respond to the new shift request as much as possible while preventing a decrease in the durability of the engagement clutch. .

1 is an overall system configuration diagram illustrating a drive system configuration and a control system configuration of an electric vehicle (an example of a vehicle) to which a control device according to a first embodiment is applied. FIG. 3 is a control block diagram illustrating a detailed configuration of a shift control system according to the first embodiment. It is explanatory drawing of the engagement clutch of Example 1, (a) shows principal part sectional drawing, (b)-(d) is the figure which looked down downward from upper direction in (a) which shows the operation | movement, (b) shows the initial state of rotation synchronization in the initial stage of engagement, (c) shows the chamfer part contact state during rotation synchronization, (d) shows the chamfer part non-contact state during rotation synchronization, and (e) shows rotation. Indicates the end of synchronization. 3 is a flowchart illustrating a flow of a shift control process executed by the shift controller according to the first embodiment. It is a map figure which shows an example of the relationship between an engagement clutch sleeve position and engagement clutch transmission torque. It is a shift map figure which shows an example of the upshift line and downshift line of an automatic transmission used with the transmission controller of Example 1. In the control device of the first embodiment, even if there is a 2 → 1 shift request during the 1 → 2 shift control, the automatic transmission output rotational speed, the automatic transmission output torque, the motor rotational speed, It is a time chart which shows each characteristic of motor torque, engagement clutch transmission torque, friction clutch transmission torque, engagement clutch sleeve position, and friction clutch slider position. In the control device of the first embodiment, the automatic transmission output rotational speed, the automatic transmission output torque, and the motor rotational speed when the 2 → 1 shift is executed because there is a 2 → 1 shift request during the 1 → 2 shift control. FIG. 5 is a time chart showing characteristics of motor torque, engagement clutch transmission torque, friction clutch transmission torque, engagement clutch sleeve position, and friction clutch slider position. In the control device of the first embodiment, even if there is a 1 → 2 shift request during 2 → 1 shift control, the automatic transmission output rotational speed, automatic transmission output torque, accelerator opening, It is a time chart which shows each characteristic of motor rotation speed, motor torque, friction clutch transmission torque, engagement clutch transmission torque, engagement clutch sleeve position, and friction clutch slider position. In the control device of the first embodiment, the automatic transmission output rotational speed, the automatic transmission output torque, and the accelerator opening degree when the 1 → 2 shift is executed due to the 1 → 2 shift request during the 2 → 1 shift control. It is a time chart showing characteristics of motor rotation speed, motor torque, friction clutch transmission torque, engagement clutch transmission torque, engagement clutch sleeve position, and friction clutch slider position. 6 is a flowchart illustrating a flow of a shift control process executed by a shift controller according to a second embodiment. It is a map figure which shows an example of the relationship between an accelerator opening and an engagement clutch transmission torque. It is a figure which shows an example of the drive system structure of the hybrid vehicle (other example of a vehicle) which can apply the control apparatus of this invention.

  EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the control apparatus of the automatic transmission of this invention is demonstrated based on Example 1 and Example 2 which are shown in drawing.

Example 1
First, the configuration will be described.
The configuration of the automatic transmission control device mounted on the electric vehicle (an example of a vehicle) in the first embodiment is divided into “overall system configuration”, “detailed configuration of transmission control system”, and “transmission control processing configuration”. To do.

[Overall system configuration]
FIG. 1 shows a drive system configuration and a control system configuration of an electric vehicle to which the control device of the first embodiment is applied. The overall system configuration will be described below with reference to FIG.

  As shown in FIG. 1, the drive system configuration of the electric vehicle includes a motor generator MG, an automatic transmission 3, and drive wheels 14.

  The motor generator MG is used as a drive motor during power running, and is used as a generator during regeneration, and its motor shaft is connected to the transmission input shaft 6 of the automatic transmission 3.

  The automatic transmission 3 is a constantly meshing stepped transmission that transmits power by one of two gear pairs having different gear ratios, and has a high gear stage (high speed stage) with a small reduction ratio and a low gear stage with a large reduction ratio. Two-speed transmission having (low speed) is used. The automatic transmission 3 includes a low-side transmission mechanism 8 that realizes a low gear stage and a high-side transmission mechanism 9 that realizes a high gear stage. Here, the transmission input shaft 6 and the transmission output shaft 7 are arranged in parallel.

  The low-side transmission mechanism 8 is for selecting a low-side transmission path, and is disposed on the transmission output shaft 7. The low-side transmission mechanism 8 is engaged and engaged with the transmission output shaft 7 so that the low-speed gear pair 80 (gear 81, gear 82) is drivingly coupled between the transmission input / output shafts 6 and 7. This is constituted by an engagement clutch 83 (meshing clutch) that performs the release. Here, the low-speed gear pair 80 includes a gear 81 rotatably supported on the transmission output shaft 7 and a gear 82 that meshes with the gear 81 and rotates together with the transmission input shaft 6.

  The high-side transmission mechanism 9 is for selecting a high-side transmission path, and is disposed on the transmission input shaft 6. The high-side speed change mechanism 9 is configured so that the high-speed gear pair 90 (gear 91, gear 92) is frictionally engaged with the transmission input shaft 6 so that the transmission input / output shafts 6 and 7 are coupled to each other. The friction clutch 93 that opens is configured. Here, the high speed gear pair includes a gear 91 rotatably supported on the transmission input shaft 6 and a gear 92 that meshes with the gear 91 and rotates together with the transmission output shaft 7.

  The transmission output shaft 7 fixes a gear 11 and drives and couples a differential gear device 13 to the transmission output shaft 7 via a final drive gear set including the gear 11 and a gear 12 meshing with the gear 11. . As a result, the motor power of the motor generator MG reaching the transmission output shaft 7 passes through the final drive gear set (gears 11 and 12) and the differential gear device 13 and the left and right drive wheels 14 (in FIG. 1, one drive wheel is shown). Only shown).

  As shown in FIG. 1, the control system configuration of the electric vehicle includes a shift controller 21, a vehicle speed sensor 22, an accelerator opening sensor 23, a brake stroke sensor 24, a front / rear G sensor 25, a slider position sensor 26, and a sleeve position sensor 27. Etc. In addition to this, a motor controller 28, a brake controller 29, an integrated controller 30, and a CAN communication line 31 are provided.

  The shift controller (shift control means) 21 is configured to release the engagement clutch 83 when the up-shift to the high gear stage is performed in a state where the low gear stage in which the engagement clutch 83 is engaged and the friction clutch 93 is open is selected. Replacement control by friction engagement of the friction clutch 93 is performed. When the downshift to the low gear stage is performed with the engagement clutch 83 disengaged and the friction clutch 93 selected with the high gear stage for friction engagement, the replacement is performed by engaging the engagement clutch 83 and releasing the friction clutch 93. Carry out control. That is, in the up shift, the engagement clutch 83 that is a mesh clutch serves as a disengagement element, and in the down shift, the engagement clutch 83 that is a mesh clutch serves as a fastening element.

[Detailed configuration of shift control system]
FIG. 2 shows a detailed configuration of the shift control system of the first embodiment. The detailed configuration of the shift control system will be described below with reference to FIG.

  As shown in FIG. 2, the shift control system of the electric vehicle control system includes an engagement clutch 83, a friction clutch 93, a motor generator MG, a hydraulic brake 15, a shift controller 21, And an integrated controller 30. That is, the engagement clutch 83 and the friction clutch 93 are configured to perform shift control of upshift / downshift according to a command from the shift controller 21. In addition, the motor generator MG and the hydraulic brake 15 are configured to perform regenerative cooperative brake control according to a command from the integrated controller 30.

The engagement clutch 83 is a clutch by synchro engagement and includes a clutch gear 84 provided on the gear 81, a clutch hub 85 coupled to the transmission output shaft 7, and a coupling sleeve 86 ( (See FIG. 1). Then, the coupling sleeve 86 is stroke driven by the electric actuator 41 shown in FIG. 2 to engage / disengage the engagement. The coupling sleeve 86 including the electric actuator 41 corresponds to an “engagement clutch actuator” recited in the claims.
Engagement engagement and release of the engagement clutch 83 are determined by the position of the coupling sleeve 86. Therefore, the speed change controller 21 reads a value of the sleeve position sensor 27, and a position servo controller 51 (for example, a position servo system by PID control) that supplies a current to the electric actuator 41 so that the sleeve position becomes the fastening position or the release position. I have.
When the coupling sleeve 86 is in the meshing position shown in FIG. 1 meshed with both the clutch gear 84 and the outer peripheral clutch teeth of the clutch hub 85, the gear 81 is drivingly connected to the transmission output shaft 7. On the other hand, when the coupling sleeve 86 is displaced in the axial direction from the position shown in FIG. 1 and is in a non-engagement position with one of the outer peripheral clutch teeth of the clutch gear 84 and the clutch hub 85, the gear 81 is moved to the transmission output shaft 7. Disconnect from.

Further, the synchronization mechanism of the engagement clutch 83 will be described based on FIG.
The coupling sleeve 86 moves in the axial direction, which is the left-right direction in FIG. 3A, while maintaining a state where it is engaged with a spline portion (not shown) formed on the outer periphery of the clutch hub 85 (see FIG. 1). Supported as possible. The axial movement of the coupling sleeve 86 is achieved by driving the electric actuator 41 (see FIG. 2).

  The clutch gear 84 has a spline portion 84 a that can mesh with a spline portion 86 a formed on the inner periphery of the coupling sleeve 86 on the outer periphery. Further, a synchronizer ring 87 is attached to the clutch gear 84 on the outer periphery of the tapered cone portion 84b so as to be movable in the axial direction.

  The synchronizer ring 87 is formed with a spline portion 87 a that can mesh with the spline portion 86 a of the coupling sleeve 86 on the outer periphery. Further, the synchronizer ring 87 is configured to be relatively movable in the rotational direction with respect to the key 88 provided on the coupling sleeve 86 by a gap by the key groove 87c (see FIG. 3B, etc.). .

Next, the synchronization operation by the synchronization mechanism when the engagement clutch 83 is engaged and fastened from the released state will be described.
When the engagement clutch 83 is engaged and fastened from the released state, the synchronizer ring 87 is axially pressed by the coupling sleeve 86 so as to be close to the clutch gear 84. Thereby, a frictional force is generated between the synchronizer ring 87 and the cone portion 84b, and the coupling sleeve 86 and the clutch gear 84 are synchronously rotated and fastened by this frictional force.
That is, the coupling sleeve 86 is moved axially in the direction close to the clutch gear 84 together with the key 88 by the electric actuator 41 (see FIG. 2), as shown in FIG. Is brought into contact with the cone portion 84b.

  When the synchronizer ring 87 comes into contact with the cone portion 84b, relative rotation occurs between the two, so that the synchronizer ring 87 rotates by the gap of the key groove 87c shown in FIG. As a result, the chamfer portion 87b of the spline portion 87a of the synchronizer ring 87 and the chamfer portion 86b of the spline portion 86a of the coupling sleeve 86 are in an index state facing each other in the axial direction as shown in FIG. .

  When the coupling sleeve 86 is further moved to the clutch gear 84 side from this index state, both chamfer portions 87b and 86b come into contact as shown in FIG. As a result, the synchronizer ring 87 further pushes the cone portion 84b to generate a friction torque, and the synchronizer ring 87, the coupling sleeve 86, and the clutch gear 84 are synchronized.

Then, as shown in FIG. 3D, when the coupling sleeve 86 exceeds the reverse taper angle 87d of the synchronizer ring 87, rotation synchronization between the coupling sleeve 86 and the synchronizer ring 87 is established.
When this rotation synchronization is established, the friction torque between the synchronizer ring 87 and the cone portion 84b disappears, and the coupling sleeve 86 further moves in the axial direction. As a result, the spline portion 86a of the coupling sleeve 86 pushes the spline portion 84a of the clutch gear 84 and engages with the spline portion 84a of the clutch gear 84, as shown in FIG. It will be in a fastening state.

  As described above, the friction is provided between the gear 81 and the clutch hub 85 and is generated as the coupling sleeve 86 is moved in the axial direction, and is generated as the engagement side of the engagement clutch 83 is moved relative to the output side. The input side and output side are rotated synchronously by force. That is, the clutch gear 84, the coupling sleeve 86, and the synchronizer ring 87 constitute a synchronization mechanism.

  Further, when the engagement clutch 83 is released from the engaged engagement state, the coupling sleeve 86 is moved in the axial direction in the direction away from the clutch gear 84 together with the key 88 by the electric actuator 41 (see FIG. 2). . Thereby, first, the spline part 86a of the coupling sleeve 86 is pulled out from the spline part 84a of the clutch gear 84, and the meshing state is canceled (see FIG. 3D).

  When the coupling sleeve 86 further moves, the spline portion 86a is also pulled out from the spline portion 87a of the synchronizer ring 87. When the coupling sleeve 86 exceeds the reverse taper angle portion 87d of the synchronizer ring 87, the synchronized state between the synchronizer ring 87 and the coupling sleeve 86 is canceled, and the synchronizer ring 87 is It is rotated by the gap of the key groove 87c shown in 3 (b). As a result, the chamfer portion 87b of the synchronizer ring 87 and the chamfer portion 86b of the coupling sleeve 86 are brought into contact with each other as shown in FIG.

  When the coupling sleeve 86 is further moved away from the clutch gear 84, the contact between the chamfer portions 87b and 86b is canceled as shown in FIG. As a result, the spline portion 86a of the coupling sleeve 86 is completely separated from the synchronizer ring 87, and the engagement clutch 83 is released.

The friction clutch 93 includes a driven plate 94 that rotates together with the gear 91 and a drive plate 95 that rotates together with the transmission input shaft 6 (see FIG. 1). Then, the electric actuator 42 drives a slider 96 that applies a pressing force to both plates 94 and 95, thereby engaging and releasing the friction. The slider 96 including the electric actuator 42 corresponds to the “friction clutch actuator” described in the claims.
The transmission torque of the friction clutch 93 is determined by the position of the slider 96, and the slider 96 is a screw mechanism. When the input of the electric actuator 42 is 0 (zero), the position is maintained. . The speed change controller 21 reads a value of the slider position sensor 26 and supplies a position servo controller 52 (for example, a position servo system based on PID control) that supplies a current to the electric actuator 42 so as to obtain a slider position where a desired transmission torque capacity can be obtained. I have.
The friction clutch 93 rotates integrally with the transmission input shaft 6 to drive-couple the gear 91 to the transmission input shaft 6 when the clutch friction is engaged, and between the gear 91 and the transmission input shaft 6 when the clutch is released. Disconnect the drive connection.

  The motor generator MG is subjected to power running control or regenerative control by a motor controller 28 that receives a command output from the integrated controller 30. That is, when the motor controller 28 inputs a motor torque command, the motor generator MG is controlled in power running. When motor controller 28 inputs a regenerative torque command, motor generator MG is regeneratively controlled.

  The hydraulic brake 15 applies a hydraulic braking force to the drive wheel 14 by the brake fluid supplied via the brake pedal 16 → the electric booster 17 → the master cylinder 18 → the brake hydraulic actuator 19. When the brake controller 29 inputs a brake hydraulic pressure command during regenerative cooperative brake control, the hydraulic brake 15 outputs a drive command corresponding to the sharing of the hydraulic braking force to the electric booster 17 to control the brake hydraulic pressure. The Here, the regenerative cooperative brake control is a control that achieves the required braking force (or the required deceleration G) calculated based on the brake stroke amount from the brake stroke sensor 24 by sharing the regenerative braking force and the hydraulic braking force. Say. Basically, in order to improve the power consumption performance, the regenerative braking force is determined based on the maximum regenerative torque possible at that time, and the remainder obtained by subtracting the regenerative braking force from the required braking force is shared by the hydraulic braking force.

  The shift controller 21 receives information from the vehicle speed sensor 22, the accelerator opening sensor 23, the brake stroke sensor 24, the front / rear G sensor 25, and the like, and for example, shift control of the automatic transmission 3 using a shift map shown in FIG. (Upshift, downshift) is executed.

[Shift control processing configuration]
FIG. 4 shows a flow of a shift control process executed by the shift controller according to the first embodiment. Hereinafter, each step representing the shift control processing configuration will be described with reference to FIG.

In step S1, whether an up shift request (first shift request) to the high gear stage for releasing the engagement clutch 83 has occurred in a state where the low gear stage to which the engagement clutch 83 is engaged is selected. Judge whether or not. If YES (upshift request is present), the process proceeds to step S2, and if NO (no upshift request is present), the process proceeds to step S7.
Here, the upshift request is generated when the operating point determined by the vehicle speed and the required motor torque crosses the upshift line due to, for example, an increase in the vehicle speed in the shift map (FIG. 6) used in the shift controller 21. .

In step S2, following the determination that there is an upshift request in step S1, execution of upshift control is started, and the process proceeds to step S3.
With the start of this upshift control, a changeover control is started in which the engagement clutch 83 is engaged → disengaged and the friction clutch 93 is disengaged → engaged.

In step S3, following the determination that the upshift control is started in step S2, it is determined whether or not a downshift request (second shift request) to the low gear stage for engaging and engaging the engagement clutch 83 has occurred. To do. If YES (downshift request is present), the process proceeds to step S4. If NO (downshift request is not requested), the process proceeds to step S5.
Here, the downshift request is generated when the driving point determined by the vehicle speed and the requested motor torque crosses the downshift line due to, for example, the driver's accelerator depression in the shift map (FIG. 6) used in the shift controller 21.

In step S4, following the determination that there is a downshift request in step S3, it is determined whether or not the transmission torque of the engagement clutch 83 when the downshift request is generated is smaller than a predetermined value. If YES (transfer torque <predetermined value), the process proceeds to step S5. If NO (transfer torque ≧ predetermined value), the process proceeds to step S6.
Here, the “predetermined value” is a value at which excessive torque is applied to the engagement clutch 83 when the release operation of the engagement clutch 83 proceeds and switching to the engagement operation. Specifically, when the coupling sleeve 86 is pulled out from the synchronizer ring 87 and the synchronization between the coupling sleeve 86 and the synchronizer ring 87 is canceled, the transmission torque of the engagement clutch 83 starts to decrease. is there.
Further, the transmission torque of the engagement clutch 83 during the upshift control is estimated based on the stroke position of the coupling sleeve 86. That is, as shown in FIG. 5, between the position of the coupling sleeve 86 during the shift control and the transmission torque of the engagement clutch 83, the closer the position of the coupling sleeve 86 is from the open position to the fastening position, There is a proportional relationship in which the transmission torque of the engagement clutch 83 increases. In other words, the transmission torque of the engagement clutch 83 can be uniquely estimated from the position of the coupling sleeve 86 using the map shown in FIG. When the coupling sleeve 86 moves to the engagement fastening position, the transmission torque of the engagement clutch 83 becomes the transmission input torque (= motor output torque).
In the first embodiment, when the coupling sleeve 86 exceeds the reverse taper angle 87d of the synchronizer ring 87 toward the clutch hub 85, it is determined that the transmission torque of the engagement clutch 83 is smaller than a predetermined value.
The stroke position of the coupling sleeve 86 is detected by the sleeve position sensor 27.

In step S5, following the determination that there is no downshift request in step S3, or the determination that the transmission torque is less than the predetermined value in step S4, the transmission torque of the engagement clutch 83 is smaller than the predetermined value. If the operation of the clutch 83 is switched from disengagement to engagement, an unreasonable torque will act on the engagement clutch 83, and the upshift control started in step S2 ignoring the downshift request determined in step S3. Is continuously executed, this upshift control is terminated, and the process proceeds to the end.
When the upshift control is completed, if it can be determined from the position of the operating point on the shift map that the downshift request is generated, the downshift control is immediately executed.

  In step S6, following the determination that transmission torque ≧ predetermined value in step S4, the transmission torque of the engagement clutch 83 is greater than the predetermined value, and it is impossible to switch the operation of the engagement clutch 83 from disengagement to engagement. Therefore, the upshift control started in step S2 is interrupted, and the downshift control based on the downshift request which is a new shift request is executed. Then, the downshift control is terminated and the process proceeds to the end.

In step S7, following the determination in step S1 that there is no upshift request, in a state in which the high gear stage in which the engagement clutch 83 is released is selected, the low gear stage in which the engagement clutch 83 is engaged and fastened is selected. It is determined whether or not a downshift request (first shift request) has occurred. If YES (down shift requested), the process proceeds to step S8. If NO (no down shift requested), the process returns to step S1 because no shift request is generated.
Here, the downshift request is generated when the driving point determined by the vehicle speed and the requested motor torque crosses the downshift line due to, for example, the driver's accelerator depression in the shift map (FIG. 6) used in the shift controller 21.

In step S8, following the determination that there is a downshift request in step S7, execution of downshift control is started, and the process proceeds to step S9.
With the start of this downshift control, a changeover control is started in which the engagement clutch 83 is disengaged → engaged and the friction clutch 93 is engaged → disengaged.

In step S9, following the determination that the downshift control is started in step S8, it is determined whether or not an upshift request (second shift request) to the high gear stage for releasing the engagement clutch 83 has occurred. If YES (upshift required), the process proceeds to step S10. If NO (no upspeed required), the process proceeds to step S11.
Here, the upshift request is generated when the operating point determined by the vehicle speed and the required motor torque crosses the upshift line due to, for example, an increase in the vehicle speed in the shift map (FIG. 6) used in the shift controller 21. .

In step S10, following the determination that there is an upshift request in step S9, it is determined whether or not the transmission torque of the engagement clutch 83 when the upshift request is generated is greater than a predetermined value. If YES (transfer torque> predetermined value), the process proceeds to step S11. If NO (transfer torque ≦ predetermined value), the process proceeds to step S12.
Here, the “predetermined value” is a value at which the engagement operation of the engagement clutch 83 proceeds and an excessive torque is applied to the engagement clutch 83 when the operation is switched to the release operation. Specifically, when the coupling sleeve 86 is close to the synchronizer ring 87 and the rotation synchronization between the coupling sleeve 86 and the synchronizer ring 87 is established, and the transmission torque of the engagement clutch 83 starts to increase. Is the value of
Further, the transmission torque of the engagement clutch 83 during the downshift control is estimated from the difference between the transmission torque of the friction clutch 93 and the motor torque of the motor generator MG that is the transmission input torque. That is, the motor torque is the total transmission torque in the automatic transmission 3, and this total transmission torque is shared by the engagement clutch 83 and the friction clutch 93 and transmitted. Therefore, the sum of the engagement clutch transmission torque and the friction clutch transmission torque becomes the motor torque. Thereby, it turns out that following formula (1) is materialized.
Engagement clutch transmission torque = motor torque-friction clutch transmission torque (1)
Therefore, the transmission torque of the engagement clutch 83 can be uniquely estimated from this equation (1). The motor torque is estimated from the current value output to motor generator MG by a current sensor provided in the inverter, for example. The friction clutch transmission torque is estimated from the position of the slider 96 of the friction clutch 93 detected by the slider position sensor 26.

In step S11, following the determination in step S9 that there is no upshift request or the determination in step S10 that the transmission torque is greater than the predetermined value, the transmission torque of the engagement clutch 83 is greater than the predetermined value. If the operation of the clutch 83 is switched from engagement to release, an unreasonable torque will act on the engagement clutch 83, and the upshift request determined in step S9 is ignored, and the downshift control started in step S8. Is continuously executed, the downshift control is terminated, and the process proceeds to the end.
When the downshift control is completed, if the occurrence of an upshift request can be determined from the position of the operating point on the shift map, the upshift control is immediately executed.

  In step S12, following the determination that transmission torque ≦ predetermined value in step S10, the transmission torque of the engagement clutch 83 is smaller than the predetermined value, and it is impossible to switch the operation of the engagement clutch 83 from engagement to release. Therefore, the downshift control started in step S8 is interrupted, and the upshift control based on the upshift request which is a new shift request is executed. Then, the upshift control is terminated and the process proceeds to the end.

Next, the operation will be described.
The operations of the control device for the automatic transmission according to the first embodiment are as follows: “normal shift control operation”, “up shift continuing operation when a down shift request is generated during an up shift”, and “down shift request during an up shift is generated” The description will be divided into “downshift execution action”, “downshift continuation action when an upshift request occurs during downshifting”, and “upshift execution action when an upshift request occurs during downshift”.

[Normal shift control action]
The shift controller 21 inputs the vehicle speed from the vehicle speed sensor 22, the accelerator opening from the accelerator opening sensor 23, and the brake stroke amount from the brake stroke sensor 24. Based on the input information and the shift map illustrated in FIG. 6, the shift control of the automatic transmission 3 is performed as described below.

  In the shift map of FIG. 6, the thick solid line connects the maximum motor drive torque line obtained by connecting the maximum motor drive torque value of the motor generator MG for each vehicle speed and the maximum motor regenerative torque value of the motor generator MG for each vehicle speed. The maximum motor regenerative torque line obtained is shown, and the area surrounded by these is the practical area.

  Within this practical range, in consideration of the transmission loss of the automatic transmission 3 and the motor loss of the motor generator MG, an upshift line indicated by a one-dot chain line (Low → High) and a downshift line indicated by a broken line (High → Low ) Is set. The upshift line (Low → High) is set on the higher vehicle speed side by the hysteresis than the downshift line (High → Low).

  In the shift controller 21, when driving with the accelerator pedal depressed, the operating point is determined based on the requested motor driving torque obtained from the accelerator opening and the vehicle speed. On the other hand, at the time of braking when the brake pedal is depressed, the operating point is determined based on the required motor regenerative torque obtained from the brake stroke amount and the vehicle speed. When the operating point is determined, it is suitable for the current operating state depending on whether the operating point is in the low gear region or the driving point is in the high gear region on the shift map of FIG. The target gear stage (low gear stage or high gear stage) is obtained.

  Next, if the obtained target shift speed is the low gear speed, the engagement clutch 83 is brought into the engaged engagement state, and the low gear speed selection state is established in which the friction clutch 93 is released. If the obtained target shift speed is the high gear speed, the friction clutch 93 is set to the friction engagement state, and the high gear speed selection state is set to the engagement clutch 83 being released.

Furthermore, when the low gear stage is selected, when the operating point in the practical range crosses the upshift line (Low → High) and enters the high side shift stage area, the target shift stage is switched to the high gear stage.
On the other hand, when the high gear stage is selected, the target shift stage is switched to the low gear stage when the operating point in the practical range crosses the downshift line (High → Low) and enters the low gear stage.
Then, an upshift request or a downshift request is output by switching the target shift stage, and a shift control (upshift control or downshift control) based on the shift request is executed.

  In the normal shift control, the upshift control in which the automatic transmission 3 is shifted from the low gear stage to the high gear stage is a reshuffling shift in which the engagement clutch 83 in the engagement engagement state is released and the friction clutch 93 in the release state is frictionally engaged. Is done. On the other hand, the downshift control for shifting the automatic transmission 3 from the high gear stage to the low gear stage is performed by a changeover shift in which the engagement clutch 83 in the released state is engaged and engaged, and the friction clutch 93 in the frictionally engaged state is opened. .

[Continues upshifting when a downshift request occurs during upshifting]
FIG. 7 shows the automatic transmission output rotational speed, the automatic transmission output torque, and the automatic transmission output torque when the 1 → 2 shift is continued even if there is a 2 → 1 shift request during the 1 → 2 shift control. It is a time chart which shows each characteristic of motor rotation speed, motor torque, engagement clutch transmission torque, friction clutch transmission torque, engagement clutch sleeve position, and friction clutch slider position. Hereinafter, based on FIG. 7, the up-shifting continuation action when the down-shift request is generated during the upshift will be described.

At time t ₁ in the time chart shown in FIG. 7, the operating point in the usable area crosses the upshift line (Low → High) and enters the high-side shift stage area while traveling with the low gear stage selected. An upshift request (first shift request) is output.
As a result, the process proceeds from step S1 to step S2 in the flowchart shown in FIG. 4, and the execution of the upshift control is started. First, the slider 96 of the friction clutch 93 that is the engagement side element is driven by the electric actuator 42, and the slider 96 clogs are made. That is, the slider 96 gradually moves from the open position to the fastening position.

In time t _2, the when the slider 96 Nokata packed is completed, the transmission torque of the friction clutch 93 begins to increase, the motor-generator MG is torque controlled, increasing the motor torque which is the input torque to the automatic transmission 3 . Here, the transmission torque of the engagement clutch 83 that is the disengagement side element is a difference between the input torque (motor torque) to the automatic transmission 3 and the transmission torque of the friction clutch 93, and therefore gradually decreases.

Then, at time t ₃ in the middle has increased the transmission torque of the friction clutch 93, the open command to open the engagement clutch 83 is outputted. The release command is output from the speed change controller 21 to the electric actuator 41 via the position servo controller 51. Further, the release command is a time for the coupling sleeve 86 of the engagement clutch 83 to reach the release position in accordance with the timing at which the input torque (motor torque) to the automatic transmission 3 and the transmission torque of the friction clutch 93 coincide. It is obtained by calculating backward from (time t ₆ ).

At time t _4, the coupling sleeve 86 of the engagement clutch 83 starts to move toward the open position from the engaged position. Then, at time t _5, the coupling sleeve 86 by exceeding the reverse taper angle 87d of the synchronizer ring 87 to the clutch hub 85 side, the engagement clutch transmission torque is estimated that less than a predetermined value set in advance. As a result, the disengagement operation of the engagement clutch 83 proceeds, and it is determined that excessive torque is applied to the engagement clutch 83 when switching to the engagement operation.

Thereafter, at time _tα , the operating point crosses the downshift line (High → Low) and enters the down-side shift speed region, so that a downshift request (second shift request) is output. However, at the time of the time t _alpha, already engaged clutch torque is below a predetermined value, the stroke driving has been performed of the coupling sleeve 86, excessive torque is taken to engage the clutch 83 is switched to the fastening operation (Time t ₅ ).
Therefore, in the flowchart of FIG. 4, the process proceeds from step S3 to step S4 to step S5, and the upshift control is continued.

In other words, the opening operation of the engagement clutch 83 continues, at time t _6, a chamfer portion 86b of the coupling sleeve 86, the contact between the chamfer portion 87b of the synchronizer ring 87 is eliminated, the engagement clutch 83 is completely opened To do. Thereby, the motor torque and the friction clutch transmission torque coincide with each other, and the engagement clutch transmission torque becomes zero. Then, the rotational speed control of motor generator MG is started. At this time, the slider 96 of the friction clutch 93 stops at a position where the friction clutch 93 maintains the slip engagement state.

When the motor speed coincides with the target speed after the upshift at time t _7, and drives the slider 96 of the friction clutch 93 in the fastening direction, the friction clutch 93 is completed and the upshift control After completely fastened at time t ₈ The high gear stage is selected.

Thus, in the control device of the first embodiment, when there is a down shift request for engaging the engagement clutch 83 during the shift control for releasing the engagement clutch 83 due to the up shift request, the down shift request is generated. If the engagement clutch transmission torque at that time is smaller than a predetermined value set in advance, the upshift control based on the upshift request is continued.
Therefore, during the upshift control, the engagement clutch 83 is prevented from being engaged from the state in which the release operation is progressing, and an unreasonable torque acts on the coupling sleeve 86 and the synchronizer ring 87. Can be prevented. Thereby, wear of the engagement clutch 83 can be reduced and durability can be prevented from being impaired.

[Operation for executing downshift when a downshift request occurs during upshift]
FIG. 8 shows the automatic transmission output rotation speed / automatic transmission output torque when the 2 → 1 shift is executed due to the 2 → 1 shift request during the 1 → 2 shift control in the control device of the first embodiment. It is a time chart showing characteristics of motor rotation speed, motor torque, engagement clutch transmission torque, friction clutch transmission torque, engagement clutch sleeve position, and friction clutch slider position. Hereinafter, based on FIG. 8, the downshift execution operation when the downshift request is generated during the upshift will be described.

At time t ₁₁ in the time chart shown in FIG. 8, while traveling in a selected state of the low shift stage, that operating point of the practical region to enter the high-side gear stage regions across upshift line (Low → High) An upshift request (first shift request) is output.
Accordingly, the process proceeds from step S1 to step S2 in the flowchart shown in FIG. 4, and the execution of the upshift control is started. First, the slider 96 of the friction clutch 93 that is the engagement side element is driven by the electric actuator 42, and the slider 96 clogs are made. That is, the slider 96 gradually moves from the open position to the fastening position.

At time t _12, when the slider 96 Nokata packed is completed, the transmission torque of the friction clutch 93 begins to increase, the motor-generator MG is torque controlled, increasing the motor torque which is the input torque to the automatic transmission 3 . Here, the transmission torque of the engagement clutch 83 that is the disengagement side element is a difference between the input torque (motor torque) to the automatic transmission 3 and the transmission torque of the friction clutch 93, and therefore gradually decreases.

Then, in the course of time t ₁₃ which has increased the transmission torque of the friction clutch 93, the open command to open the engagement clutch 83 is outputted. Thereafter, at time _tβ , the operating point crosses the downshift line (High → Low) and enters the down-side shift stage region, so that a downshift request (second shift request) is output.

Here, at the time _tβ when the downshift request is output, the coupling sleeve 86 of the engagement clutch 83 is not stroke driven, and the coupling sleeve 86 sets the reverse taper angle 87d of the synchronizer ring 87 to the clutch hub 85. Never cross to the side. Accordingly, the transmission torque of the engagement clutch 83 at the time the time t _beta is estimated to not lower than the predetermined value set in advance.
Therefore, in the flowchart of FIG. 4, the process proceeds from step S3 to step S4 to step S6. Thereby, the upshift control is interrupted and the downshift control is executed. That is, the automatic transmission 3 returns to the low gear stage selection state.
As a result, immediately after the output of the downshift request, an engagement command for engaging the engagement clutch 83 is output, and the coupling sleeve 86 of the engagement clutch 83 remains in the engagement position without moving and maintains the completely engaged state. .

On the other hand, the slider 96 of the friction clutch 93 starts to move toward the open position from the time t _beta of downshift request is output, the transmission torque of the friction clutch 93 begins to decrease. Motor generator MG is torque-controlled to reduce motor torque that is input torque to automatic transmission 3. Note that the transmission torque of the engagement clutch 83 is a difference between the input torque (motor torque) to the automatic transmission 3 and the transmission torque of the friction clutch 93, and thus gradually increases.

Then, at time t _14, the slider 96 of the friction clutch 93 is reached in an open state, the friction clutch transmission torque is zero, the transmission torque of the motor torque and the engagement clutch 83 are matched. As a result, the downshift control is completed and the low gear stage is selected.

Thus, in the control device of the first embodiment, when there is a down shift request for engaging the engagement clutch 83 during the shift control for releasing the engagement clutch 83 due to the up shift request, the down shift request is generated. When the engagement clutch transmission torque at the time is greater than a predetermined value set in advance, the upshift control is stopped and the downshift control based on the downshift request is executed.
Therefore, even during the upshift control, it is possible to immediately respond to the downshift request and meet the newly generated shift request. Further, the engagement clutch 83 is not released and the engaged state is maintained. Thereby, it is possible to prevent an excessive torque from acting on the engagement clutch 83, reduce wear of the engagement clutch 83, and prevent the durability from being impaired.

[Continuous downshift operation when an upshift request occurs during a downshift]
FIG. 9 shows the automatic transmission output rotational speed, the automatic transmission output torque, and the automatic transmission output torque when the 2 → 1 shift is continued even if there is a 1 → 2 shift request during the 2 → 1 shift control in the control device of the first embodiment. It is a time chart which shows each characteristic of accelerator opening degree, motor rotation speed, motor torque, friction clutch transmission torque, engagement clutch transmission torque, engagement clutch sleeve position, and friction clutch slider position. Hereinafter, based on FIG. 9, the downshift continuation action when the upshift request is generated during the downshift will be described.

At time t ₂₁ in the time chart shown in FIG. 9, running in a selected state of the gear position, the accelerator opening is increased, the high-side operating point of the practical region is across downshift line (High → Low) A downshift request (first shift request) is output by entering the shift stage region.
As a result, the process proceeds from step S1 to step S7 to step S8 in the flowchart shown in FIG. 4, and execution of downshift control is started. First, torque control of the motor generator MG is performed to increase the motor torque. At this time, since the friction clutch 93 is engaged, the transmission torque of the friction clutch 93 increases as the motor torque increases.

At time t _22, when the motor torque reaches a predetermined value, the slider 96 of the friction clutch 93 is open side element is driven by an electric actuator 42, the slider 96 is moved to progressively open position from the engaged position.

At time t _23, When the friction clutch 93 becomes the slip engagement state, the motor-generator MG is switched to speed control, so that the input revolution number to the automatic transmission 3, the output speed of the automatic transmission 3 are identical In addition, rotation synchronization control is performed. At this time, the slider 96 of the friction clutch 93 stops at a position where the friction clutch 93 maintains the slip engagement state.

At time t _24, When input differential speed in the automatic transmission 3 reaches a predetermined value, the rotation synchronization by the motor-generator MG as a completed, the motor-generator MG is switched back to the torque control. In addition, the coupling sleeve 86 of the engagement clutch 83 which is a fastening side element is driven by the electric actuator 41, and the coupling sleeve 86 starts to move toward the clutch gear 84 side. Thereby, rotation synchronous control of the cone part 84b provided in the clutch gear 84 and the synchronizer ring 87 is performed.
At this time, at the initial stage of rotation synchronization, torque control is performed by the electric actuator 41, and the transmission torque of the engagement clutch 83 temporarily increases due to the frictional force generated between the synchronizer ring 87 and the cone portion 84b. When the chamfer portion 87b of the spline portion 87a of the synchronizer ring 87 and the chamfer portion 86b of the spline portion 86a of the coupling sleeve 86 are in the index state facing each other in the axial direction (see FIG. 3B), the electric motor Switching to stroke control by the actuator 41 causes the engagement clutch transmission torque to become zero. After that, when the rotation synchronization between the coupling sleeve 86 and the synchronizer ring 87 is established, the spline portion 86a of the coupling sleeve 86 pushes the spline portion 84a of the clutch gear 84 and meshes with the spline portion 84a of the clutch gear 84. .

When the coupling sleeve 86 reaches the engagement position at time t ₂₅ , the coupling sleeve 86 meshes with both the clutch gear 84 and the outer peripheral clutch teeth of the clutch hub 85, and the engagement clutch 83 enters the engagement engagement state. .
Thereby, this motor torque is reduced so that the motor torque that is the input torque to the automatic transmission 3 becomes the target torque. Further, the slider 96 of the friction clutch 93 starts to drive the stroke again toward the released position. Thereby, the transmission torque of the friction clutch 93 decreases. Here, the transmission torque of the engagement clutch 83, which is the engagement side element, is a difference between the input torque (motor torque) to the automatic transmission 3 and the transmission torque of the friction clutch 93, and thus gradually increases.

At time t _26, the transfer torque of the engagement clutch 83 obtained by subtracting the friction clutch transfer torque from the motor torque, is estimated to have exceeded the predetermined value set in advance. As a result, the engagement operation of the engagement clutch 83 proceeds, and it is determined that excessive torque is applied to the engagement clutch 83 when switching to the release operation.

Thereafter, at time _tγ , the operating point crosses the upshift line (Low → High) and enters the up-side shift stage region, so that an upshift request (second shift request) is output. However, at the time of the time t _gamma, already engaged clutch torque exceeds the predetermined value, the stroke driving has been performed of the coupling sleeve 86, excessive torque is taken to engage the clutch 83 is switched to the fastening operation (Time t ₂₆ ).
For this reason, in the flowchart of FIG. 4, the process proceeds from step S9 to step S10 to step S11, and the downshift control is continued.

That is, the engagement operation of the engagement clutch 83 continues, and when the slider 96 of the friction clutch 93 reaches the open state at time t ₂₇ , the friction clutch transmission torque becomes zero, and the motor torque and the transmission torque of the engagement clutch 83 Match. As a result, the downshift control is completed and the low gear stage is selected.

Thus, in the control device of the first embodiment, when there is a down shift request for engaging the engagement clutch 83 during the shift control for releasing the engagement clutch 83 due to the up shift request, the down shift request is generated. If the engagement clutch transmission torque at that time is larger than a predetermined value set in advance, the downshift control based on the downshift request is continued.
Therefore, during the downshift control, the engagement clutch 83 is prevented from being released from the state in which the engaging operation is advanced, and an unreasonable torque acts on the coupling sleeve 86 and the synchronizer ring 87. Can be prevented. Thereby, wear of the engagement clutch 83 can be reduced and durability can be prevented from being impaired.

[Upshift execution action when an upshift request occurs during a downshift]
FIG. 10 shows the automatic transmission output rotational speed / automatic transmission output torque when the 1 → 2 shift is executed due to the 1 → 2 shift request during the 2 → 1 shift control in the control device of the first embodiment. FIG. 6 is a time chart showing characteristics of an accelerator opening, a motor speed, a motor torque, a friction clutch transmission torque, an engagement clutch transmission torque, an engagement clutch sleeve position, and a friction clutch slider position. Hereinafter, based on FIG. 10, an upshift execution operation when an upshift request is generated during a downshift will be described.

At time t ₃₁ in the time chart shown in FIG. 10, during travel in the selected state of the gear position, the accelerator opening is increased, the high-side operating point of the practical region is across downshift line (High → Low) A downshift request (first shift request) is output by entering the shift stage region.
As a result, the process proceeds from step S1 to step S7 to step S8 in the flowchart shown in FIG. 4, and execution of downshift control is started. First, torque control of the motor generator MG is performed to increase the motor torque. At this time, since the friction clutch 93 is engaged, the transmission torque of the friction clutch 93 increases as the motor torque increases.

At time t _32, when the motor torque reaches a predetermined value, the slider 96 of the friction clutch 93 is open side element is driven by an electric actuator 42, the slider 96 is moved to progressively open position from the engaged position.

At time t _33, When the friction clutch 93 becomes the slip engagement state, the motor-generator MG is switched to speed control, so that the input revolution number to the automatic transmission 3, the output speed of the automatic transmission 3 are identical In addition, rotation synchronization control is performed. At this time, the slider 96 of the friction clutch 93 stops at a position where the friction clutch 93 maintains the slip engagement state.

At time t _34, When input differential speed in the automatic transmission 3 reaches a predetermined value, the rotation synchronization by the motor-generator MG as a completed, the motor-generator MG is switched back to the torque control. In addition, the coupling sleeve 86 of the engagement clutch 83 which is a fastening side element is driven by the electric actuator 41, and the coupling sleeve 86 starts to move toward the clutch gear 84 side. Thereby, rotation synchronous control of the cone part 84b provided in the clutch gear 84 and the synchronizer ring 87 is performed.

Thereafter, at time _tδ , the operating point crosses the upshift line (Low → High) and enters the up-side shift stage region, so that an upshift request (second shift request) is output.

Here, at the time _tδ when the upshift request is output, the motor torque and the friction clutch transmission torque coincide with each other, and the transmission torque of the engagement clutch 83, which is the difference between the motor torque and the friction clutch, becomes zero. It is estimated that Accordingly, the transmission torque of the engagement clutch 83 at the time the time t _[delta] is estimated to be not above a predetermined value set in advance.
Therefore, in the flowchart of FIG. 4, the process proceeds from step S9 to step S10 to step S12. As a result, the downshift control is interrupted and the upshift control is executed. That is, the automatic transmission 3 returns to the high gear stage selection state.
Thus, the motor torque is reduced so that the motor torque, which is the input torque to the automatic transmission 3, becomes the target torque from the time tδ when the _upshift request is output. At this time, since the engagement clutch 83 is in the released state, the friction clutch transmission torque is also reduced as the motor torque is reduced.
Further, the coupling sleeve 86 starts moving toward the open position without meshing with both the clutch gear 84 and the outer peripheral clutch teeth of the clutch hub 85. On the other hand, the slider 96 of the friction clutch 93 starts stroke driving again toward the fastening position.

Then, at time t _35, the motor torque is equal to the target torque, together with the slider 96 of the friction clutch 93 reaches a frictional engagement position, when the coupling sleeve 86 of the engagement clutch 83 reaches the open position, the motor rotation speed a state of the down-shift request output before (time t ₃₁ earlier). As a result, the upshift control is terminated and the high gear stage is selected.

Thus, in the control device of the first embodiment, when there is an upshift request for releasing the engagement clutch 83 during the shift control for engaging the engagement clutch 83 due to the downshift request, the upshift request is generated. If the engagement clutch transmission torque at that time is smaller than a predetermined value set in advance, the downshift control is stopped and the upshift control based on the upshift request is executed.
Therefore, even during the downshift control, it is possible to immediately respond to the upshift request and to satisfy the newly generated shift request. Further, the engagement clutch 83 is not fastened and the released state is maintained. Thereby, it is possible to prevent an excessive torque from acting on the engagement clutch 83, reduce wear of the engagement clutch 83, and prevent the durability from being impaired.

  Thus, in the automatic transmission control apparatus according to the first embodiment, when there is a down shift request for engaging the engagement clutch 83 during the up shift control for releasing the engagement clutch 83, a down shift request is generated. Whether or not the upshift control can be continued is determined based on the engagement clutch transmission torque at the time. Further, when there is an upshift request for releasing the engagement clutch 83 during the downshift control for engaging the engagement clutch 83, the downshift is performed based on the engagement clutch transmission torque at the time when the upshift request is generated. It is determined whether or not the control can be continued.

  Therefore, it is possible to determine whether or not to continue the shift control based on the torque acting on the engagement clutch 83 that is affected by the engagement clutch transmission torque. As a result, it is possible to respond to the newly generated shift request as much as possible while preventing excessive torque from acting on the engagement clutch 83 to impair clutch durability.

Further, when there is a down shift request for engaging the engagement clutch 83 during the up shift control for releasing the engagement clutch 83, when the engagement clutch transmission torque at the time of the down shift request occurrence is smaller than a predetermined value, Continue upshift control.
In addition, when there is an upshift request for releasing the engagement clutch 83 during the downshift control for engaging the engagement clutch 83, the engagement clutch transmission torque at the time when the upshift request is generated is greater than a predetermined value. Then, the downshift control is continued.

  Therefore, even when a downshift request is generated during the upshift control, or conversely, even when an upshift request is generated during the downshift control, the ongoing shift control is appropriately continued and Can be easily determined.

  Moreover, in the control device of the first embodiment, the engagement clutch transmission torque during the upshift control is estimated from the position of the coupling sleeve 86 of the engagement clutch 83. Therefore, the engagement clutch transmission torque can be easily estimated, and the torque sensor is not used, so that the torque estimation accuracy can be improved.

  Further, the engagement clutch transmission torque during the downshift control is estimated from the difference between the motor torque and the friction clutch transmission torque. Therefore, even if the position of the coupling sleeve 86 of the engagement clutch 83 is not changed, the engagement clutch transmission torque can be estimated.

Next, the effect will be described.
In the automatic transmission control apparatus according to the first embodiment, the following effects can be obtained.

(1) An automatic transmission that is provided in a drive system of a vehicle and includes an automatic transmission 3 having an engagement clutch 83 as a shift element, and a shift control means (shift controller 21) that performs shift control of the automatic transmission 3. In the transmission control device,
The shift control means (shift controller 21) is in the middle of shift control (up shift control / down shift control) for releasing / engaging the engagement clutch 83 according to a first shift request (up shift request / down shift request). When there is a second shift request (down shift request / up shift request) for engaging / disengaging the engagement clutch 83,
Based on the transmission torque of the engagement clutch 83 at the time when the second shift request (down shift request / up shift request) is generated, a shift by the first shift request (up shift request / down shift request) is performed. It is configured to determine whether or not the control (upshift control / downshift control) can be continued.
Thus, even if there is a new shift request that requires switching of the operation control of the engagement clutch 83 during the shift control, it is possible to respond to the new shift request as much as possible while preventing a decrease in clutch durability.

(2) The shift control means (shift controller 21) engages the engagement clutch during shift control (up shift control) for releasing the engagement clutch 83 in response to a first shift request (up shift request). When there is a second shift request (down shift request),
When the transmission torque of the engagement clutch 83 at the time when the second shift request (down shift request) occurs is smaller than a predetermined value set in advance, the first shift request (up shift request). The shift control (upshift control) is continued.
As a result, in addition to the effect of (1), it can be determined appropriately and easily whether or not the upshift control already being executed is continued.

(3) The shift control means (shift controller 21) releases the engagement clutch 83 during shift control (down shift control) for engaging the engagement clutch 83 in response to a first shift request (down shift request). When there is a second shift request (up shift request)
When the transmission torque of the engagement clutch 83 at the time when the second shift request (up shift request) is generated is larger than a predetermined value set in advance, the first shift request (down shift request). The shift control (down shift control) is continued.
As a result, in addition to the effect of (1), it is possible to appropriately and easily determine whether or not to continue the downshift control that is already being executed.

(4) The engagement clutch 83 is controlled to be engaged / released by stroke of the engagement clutch actuator (coupling sleeve 86).
The shift control means (shift controller 21) transmits the transmission torque of the engagement clutch 83 during the shift control (upshift control) for releasing the engagement clutch 83 to the engagement clutch actuator (coupling sleeve 86). The configuration is estimated from the stroke position.
As a result, in addition to the effect of (1) or (2), the engagement clutch transmission torque can be easily estimated, and the torque estimation accuracy can be improved because the torque sensor is not used.

(5) The vehicle drive system is provided with a motor (motor generator MG) serving as a drive source, and the automatic transmission 3 includes the engagement clutch 83 and friction that is exchanged with the engagement clutch 83. A clutch 93,
The shift control means (shift controller 21) estimates the transmission torque of the engagement clutch 83 from the difference between the transmission torque of the friction clutch 93 and the output torque of the motor (motor generator MG).
As a result, in addition to the effects (1) to (3), the engagement clutch transmission torque can be estimated even if the position of the coupling sleeve 86 of the engagement clutch 83 changes only slightly.

(Example 2)
The second embodiment is an example in which the estimation of the engagement clutch transmission torque is different from that of the first embodiment.

  FIG. 11 is a flowchart illustrating the flow of a shift control process executed by the shift controller according to the second embodiment. Hereinafter, based on FIG. 11, the control apparatus of the automatic transmission of Example 2 is demonstrated. In addition, about the step equivalent to Example 1, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted.

If it is determined in step S3 shown in FIG. 11 that there is a downshift request, the process proceeds to step S204. In step S204, following the determination that there is a downshift request in step S3, it is determined whether or not the transmission torque of the engagement clutch 83 is smaller than a predetermined value set in advance. If YES (transfer torque <predetermined value), the process proceeds to step S5. If NO (transfer torque ≧ predetermined value), the process proceeds to step S6.
Here, the transmission torque of the engagement clutch 83 during the upshift control is estimated based on the accelerator opening. That is, as shown in FIG. 12, there is a proportional relationship in which the transmission torque of the engagement clutch 83 increases as the accelerator opening increases. That is, using the map shown in FIG. 12, the transmission torque of the engagement clutch 83 can be uniquely estimated from the accelerator opening. This accelerator opening is detected by an accelerator opening sensor 23.

Thus, by estimating the engagement clutch transmission torque during the upshift control based on the accelerator opening, the engagement clutch transmission torque can be easily estimated and the torque sensor is not used. The accuracy can be improved.
The “accelerator opening” is proportional to the required motor driving torque, that is, the driver required driving force, and is a parameter indicating the driver required driving force. Therefore, to estimate the engagement clutch transmission torque based on the accelerator opening is to estimate the engagement clutch transmission torque based on the driver requested driving force.

If it is determined in step S9 shown in FIG. 11 that there is an upshift request, the process proceeds to step S210. In step S210, following the determination that an upshift request is made in step S9, it is determined whether or not the transmission torque of the engagement clutch 83 is greater than a predetermined value set in advance. If YES (transfer torque> predetermined value), the process proceeds to step S11. If NO (transfer torque ≦ predetermined value), the process proceeds to step S12.
Here, the transmission torque of the engagement clutch 83 during the downshift control is estimated based on the stroke amount of the slider 96 of the friction clutch 93. That is, as described in the first embodiment, the transmission torque of the engagement clutch 83 can be estimated from the difference between the motor torque and the friction clutch transmission torque. Here, the transmission torque of the friction clutch 93 is determined by the position of the slider 96. Therefore, the magnitude of the engagement clutch transmission torque depends on the stroke amount of the slider 96 of the friction clutch 93. Therefore, the engagement clutch transmission torque can be estimated based on the stroke amount of the slider 96.

  Even if the stroke amount of the slider 96 is the same, if the motor torque at that time is different, the friction clutch transmission torque is different and the engagement clutch transmission torque is also different. That is, the engagement clutch transmission torque cannot be uniquely estimated from the slider stroke amount of the friction clutch 93. However, it can be estimated that the engagement clutch transmission torque is generated. Therefore, by setting “predetermined value” to “zero”, it is possible to determine whether or not the transmission torque of the engagement clutch 83 is larger than a predetermined value set in advance in step S210.

And, in this way, by estimating the engagement clutch transmission torque during the upshift control based on the accelerator opening, the engagement clutch transmission torque can be easily estimated, and the torque sensor is not used. The torque estimation accuracy can be improved.
Estimate based on the accelerator opening. That is, as shown in FIG. 12, there is a proportional relationship in which the transmission torque of the engagement clutch 83 increases as the accelerator opening increases. That is, using the map shown in FIG. 12, the transmission torque of the engagement clutch 83 can be uniquely estimated from the accelerator opening. This accelerator opening is detected by an accelerator opening sensor 23.

  In this way, by estimating the engagement clutch transmission torque during the downshift control based on the slider stroke amount of the friction clutch 93, even if the position of the coupling sleeve 86 of the engagement clutch 83 is not changed, The combined clutch transmission torque can be estimated.

Next, the effect will be described.
In the control device for the automatic transmission according to the second embodiment, the effects listed below can be obtained.

(6) The shift control means is configured to estimate a transmission torque of the engagement clutch during the shift control for releasing the engagement clutch from a driver's requested driving force.
As a result, in addition to the effect of (1) or (2), the engagement clutch transmission torque can be easily estimated, and the torque estimation accuracy can be improved because the torque sensor is not used.

(7) The automatic transmission 3 includes the engagement clutch 83 and a friction clutch 93 that is replaced with the engagement clutch 83.
The friction clutch 93 is controlled to be engaged / released by stroking a friction clutch actuator (slider 96).
The shift control means (shift controller 21) is configured to estimate the transmission torque of the engagement clutch 83 from the stroke amount of the friction clutch actuator (slider 96).
As a result, in addition to the effects (1) to (3), the engagement clutch transmission torque can be estimated even if the position of the coupling sleeve 86 of the engagement clutch 83 changes only slightly.

  As mentioned above, although the control apparatus of the automatic transmission of this invention has been demonstrated based on Example 1 and Example 2, it is not restricted to these Examples about a concrete structure, Each of Claims Design changes and additions are permitted without departing from the scope of the claimed invention.

  In each of the above-described embodiments, an example of a transmission that has an engagement clutch 83 and a friction clutch 93 as an automatic transmission and that uses a two-speed gear stage of a high gear stage and a low gear stage is shown. However, the automatic transmission may be an automatic transmission having an engagement clutch, and may be a transmission having only an engagement clutch as a transmission element, or a transmission having two or more speed stages. May be.

  In each of the above-described embodiments, an example in which the control device for an automatic transmission according to the present invention is applied to an electric vehicle having a motor generator as a drive source has been described. However, the control device of the present invention can also be applied to a hybrid vehicle having a drive source including an engine and a motor generator. For example, as a hybrid vehicle having an engine and two motor generators as a drive source, as shown in FIG. 13, an engine 1, a power generation motor generator MG1, and a power distribution device 2 are added to the drive system of the first embodiment. It is good as a thing. Furthermore, the control device of the present invention can also be applied to an electric vehicle such as a normal engine-driven vehicle or a fuel cell vehicle.

  Further, in the first embodiment, an example in which the engagement clutch transmission torque during the upshift control is estimated based on the position of the coupling sleeve 86 is shown. In the second embodiment, an example in which the engagement clutch transmission torque during the upshift is estimated based on the accelerator opening is shown. However, the present invention is not limited to this. For example, the engagement clutch transmission torque during the upshift may be estimated from the difference between the motor torque and the friction clutch transmission torque, or may be estimated from the slider stroke amount of the friction clutch 93.

  In the second embodiment, the accelerator opening is used as a parameter indicating the driver required driving force. However, the present invention is not limited to this. For example, the required driving such as the accelerator opening speed (change speed of the accelerator opening) is used. Other values may be used as long as the values are proportional to the force.

MG Motor generator (motor)
3 Automatic transmission 6 Transmission input shaft 7 Transmission output shaft 8 Low-side transmission mechanism 81, 82 Low speed gear pair 83 Engagement clutch (meshing clutch)
9 High-side transmission mechanism 91, 92 High-speed gear pair 93 Friction clutch 11, 12 Final drive gear set 13 Differential gear device 14 Drive wheel 21 Shift controller (shift control means)
22 Vehicle speed sensor 23 Accelerator opening sensor 24 Brake stroke sensor 25 Front / rear G sensor 26 Slider position sensor 27 Sleeve position sensor 28 Motor controller 29 Brake controller 30 Integrated controller

Claims (7)

In a control device for an automatic transmission, which is provided in a drive system of a vehicle and includes an automatic transmission having an engagement clutch as a transmission element, and a shift control means for performing a shift control of the automatic transmission.
The shift control means has a second shift request for releasing / engaging the engagement clutch during the shift control for engaging / disengaging the engagement clutch according to the first shift request.
A control device for an automatic transmission, wherein whether or not to continue the shift control according to the first shift request is determined based on a transmission torque of the engagement clutch at the time when the second shift request is generated. The control device for an automatic transmission according to claim 1,
The shift control means has a second shift request for engaging the engagement clutch during the shift control for releasing the engagement clutch by the first shift request.
When the transmission torque of the engagement clutch at the time when the second shift request is generated is smaller than a predetermined value set in advance, the shift control according to the first shift request is continued. Control device for automatic transmission. The control device for an automatic transmission according to claim 1,
The shift control means has a second shift request for releasing the engagement clutch during the shift control for fastening the engagement clutch according to the first shift request.
When the transmission torque of the engagement clutch at the time when the second shift request is generated is larger than a predetermined value set in advance, the shift control according to the first shift request is continued. Control device for automatic transmission. In the control device for an automatic transmission according to claim 1 or 2,
The engagement clutch is controlled to be engaged / released by stroking the engagement clutch actuator.
The automatic transmission control device, wherein the shift control means estimates a transmission torque of the engagement clutch during shift control for releasing the engagement clutch from a stroke position of the engagement clutch actuator. In the control device for an automatic transmission according to claim 1 or 2,
The automatic transmission control device, wherein the shift control means estimates a transmission torque of the engagement clutch during the shift control for releasing the engagement clutch from a driver's required driving force. The control apparatus for an automatic transmission according to any one of claims 1 to 3,
The vehicle drive system includes a motor serving as a drive source, and the automatic transmission includes the engagement clutch and a friction clutch that is replaced with the engagement clutch.
The automatic transmission control device, wherein the shift control means estimates the transmission torque of the engagement clutch from a difference between the transmission torque of the friction clutch and the output torque of the motor. The control apparatus for an automatic transmission according to any one of claims 1 to 3,
The automatic transmission includes the engagement clutch, and a friction clutch that is changed over with the engagement clutch.
The friction clutch is controlled to be engaged / released by stroking a friction clutch actuator.
The automatic transmission control device, wherein the shift control means estimates a transmission torque of the engagement clutch from a stroke amount of the friction clutch actuator.