JP2015087001A - Control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for an automatic transmission capable of preventing the time taken for completing fastening from being longer while suppressing the occurrence of fastening shock during meshing engagement of an engaging clutch.SOLUTION: The control device for the automatic transmission includes an automatic transmission 3 having an engaging clutch 8c having a rotation synchronization mechanism as a fastening element for performing meshing engagement when fastened and a friction clutch 9c for performing friction engagement when fastened, and shift control means (Fig.4) for performing shift control of the automatic transmission 3. In the shift control means (Fig.4), during shifting operation to fasten the engaging clutch 8c and release the friction clutch 9c, from the slip-fastening of the friction clutch 9c and matching of the input rotating speed of the engaging clutch 8c to a predetermined synchronous rotating speed until the fastening of the engaging clutch 8c, when at least the rotation synchronization mechanism is operating, torque fluctuation suppressing control is performed for suppressing a fluctuation of clutch input torque to be input to the engaging clutch 8c.

Description

  The present invention relates to a control device for an automatic transmission that is provided in a drive system of a vehicle, has a rotation synchronization mechanism as a fastening element, and includes an engagement clutch that meshes and engages.

  2. Description of the Related Art Conventionally, in an automatic transmission having a rotation synchronization mechanism and having an engagement clutch that meshes and engages, at the time of shifting to engage the engagement clutch, a rotation speed control is performed to control the rotation speed on the input side of the engagement clutch. The difference between the input side rotational speed and the output side rotational speed of the engagement clutch is set within the synchronization determination rotational speed range. And the control apparatus of the automatic transmission which performs rotation synchronization by a rotation synchronization mechanism, and fastens an engagement clutch is known (for example, refer patent document 1), continuing this rotation speed control.

JP 2005-90604 A

However, in the conventional automatic transmission control device, the rotation synchronization by the rotation synchronization mechanism is performed while the rotation speed control for controlling the input rotation speed of the engagement clutch is continued. For this reason, the torque for synchronizing the rotation generated when the rotation synchronization mechanism is generated may interfere with the torque for adjusting the rotation speed by the rotation speed control to the target value, and the meshing engagement of the engagement clutch may occur. There was a problem that it might take time to complete.
In addition, the torque generated by the rotation synchronization mechanism interferes with the torque that compensates for the rotational speed control, which may cause a shock when the engagement clutch is engaged.

  The present invention has been made paying attention to the above-described problem, and is an automatic transmission that can prevent the occurrence of a fastening shock while preventing the occurrence of a fastening shock when engaging and engaging an engaging clutch. An object is to provide a control device.

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 has an engagement clutch having a rotation synchronization mechanism that engages and engages when engaged as a fastening element, and friction engagement when engaged. And an automatic transmission having a friction clutch for performing the shift control of the automatic transmission.
Then, the shift control means engages the engagement clutch and slip-engages the friction clutch when shifting to release the friction clutch, and adjusts the input rotation speed of the engagement clutch to a predetermined synchronous rotation speed. Until the engagement clutch is engaged and at least when the rotation synchronization mechanism is operating, torque fluctuation suppression control is performed to suppress fluctuations in the clutch input torque input to the engagement clutch.

Therefore, in the control apparatus for an automatic transmission according to the present invention, at least when the rotation synchronization mechanism is operating, between the time when the friction clutch is slip-engaged and the time when the engagement clutch is fastened by the gear shift control means. Torque fluctuation suppression control is performed to suppress fluctuations in the clutch input torque input to the engagement clutch.
Here, when the rotation synchronization mechanism is activated, rotation synchronization torque is generated to synchronize the input / output rotation speeds of the engagement clutch. At this time, fluctuations in the clutch input torque input to the engagement clutch by torque fluctuation suppression control occur. It is suppressed. For this reason, it is possible to prevent the clutch input torque from interfering with the rotation synchronization torque.
That is, because the engagement clutch is rotationally synchronized by the rotation synchronization torque, even if a difference occurs between the input rotation speed of the engagement clutch and the predetermined synchronization rotation speed, the clutch input torque does not fluctuate (increase). Does not interfere with rotation synchronous torque. Thereby, rotation synchronization of the engagement clutch by a rotation synchronization mechanism can be performed smoothly, and an engagement clutch can be fastened quickly.
Further, since the interference between the rotation synchronization torque and the clutch input torque can be prevented, it is possible to prevent the occurrence of a shock when the rotation synchronization mechanism is operated.
As a result, it is possible to prevent the time until the completion of the fastening from being prolonged while suppressing the occurrence of the fastening shock.

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 an automatic transmission 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)-(e) is the figure which looked down downward from upper direction in (a) which shows the operation | movement, (b) shows the state just before meshing, (c) shows the chamfer part contact state during rotation synchronization, (d) shows the chamfer part non-contact state during rotation synchronization, (e) shows the end of rotation synchronization. Show. 3 is a flowchart illustrating a flow of a shift control process executed by the shift controller according to the first embodiment. In an electric vehicle equipped with a control device of a comparative example, transmission output torque at the time of downshift, downshift request, motor speed, friction clutch transmission torque, motor torque, engagement clutch transmission torque, coupling sleeve position, cup It is a time chart which shows each characteristic of a ring sleeve pressing force. In the electric vehicle equipped with the control device of the first embodiment, the transmission output torque at the time of downshift, the downshift request, the motor rotation speed, the friction clutch transmission torque, the motor torque, the engagement clutch transmission torque, the coupling sleeve position, It is a time chart which shows each characteristic of a coupling sleeve pressing force. 6 is a flowchart illustrating a flow of a shift control process executed by a shift controller according to a second embodiment. 10 is a flowchart illustrating a flow of a shift control process executed by a shift controller according to a third embodiment. It is an example of the feedback gain setting map at the time of the rotation speed control set in Example 3, (a) shows the case where a feedback gain is always made small, so that a difference rotation speed is small, (b) is a difference rotation speed being predetermined value. The following shows the case where the feedback gain is set to a constant value.

  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-Example 3 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 for an automatic transmission according to the first embodiment is applied. The overall system configuration of the first embodiment will be described below with reference to FIG.

  As shown in FIG. 1, the drive system configuration of the electric vehicle (vehicle) includes a drive motor generator 2, an automatic transmission 3, and drive wheels 14.

The drive motor generator 2 is a three-phase AC permanent magnet synchronous motor, and serves as a travel drive source for an electric vehicle. When a positive torque (drive torque) command is output from the motor controller 28 to an inverter (not shown) from the motor controller 28, the drive motor generator 2 generates a drive torque using discharge power from a high-power battery (not shown). A drive operation is performed to drive the drive wheels 14 (power running). On the other hand, when a negative torque (power generation torque) command is output from the motor controller 28 to the inverter, a power generation operation is performed to convert rotational energy from the drive wheels 14 into electric energy, and the generated power is charged to the high-power battery. Use electricity (regeneration).
The motor shaft of the drive motor generator 2 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 is used for shifting when the motor power is output from the driving motor generator 2 through the transmission input shaft 6 and the transmission output shaft 7 in order, and a low-side transmission mechanism 8 for realizing a low speed stage. It is comprised by the high side transmission mechanism 9 which implement | achieves a high-speed 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 when the motor power is output, and is disposed on the transmission output shaft 7. The low-side transmission mechanism 8 is configured so that the low-speed gear pair (gear 8a, gear 8b) engages / engages the gear 8a with the transmission output shaft 7 so that the transmission input / output shafts 6 and 7 are coupled to each other. The engaging clutch 8c (fastening element) is used for releasing. Here, the low-speed gear pair includes a gear 8 a rotatably supported on the transmission output shaft 7, and a gear 8 b that meshes with the gear 8 a and rotates together with the transmission input shaft 6.

  The high-side transmission mechanism 9 is for selecting a high-side transmission path when the motor power is output, and is disposed on the transmission input shaft 6. The high-side transmission mechanism 9 is configured to frictionally engage / release the gear 9a with respect to the transmission input shaft 6 so that the high-speed gear pair (gear 9a, gear 9b) is drivingly coupled between the transmission input / output shafts 6 and 7. It is comprised by the friction clutch 9c (fastening element) which performs. Here, the high-speed gear pair includes a gear 9 a rotatably supported on the transmission input shaft 6 and a gear 9 b that meshes with the gear 9 a 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. . Further, a drive shaft 16 to which the drive wheels 14 are coupled is connected to the differential gear device 13. Thus, the motor power of the drive motor generator 2 that has reached the transmission output shaft 7 passes from the left and right drive shafts 16 to the drive wheels 14 (in FIG. 1) via the final drive gear sets 11 and 12 and the differential gear device 13. (Only one drive wheel is shown).
Further, a parking gear 17 is fixed to the transmission output shaft 7 on the opposite side of the gear 11, and a parking pole 18 provided in a transmission case (not shown) that can mesh with the parking gear 17 is disposed. That is, when the P range position is selected, the parking pole 18 is engaged with the parking gear 17 by the first electric actuator 41 that also serves as the engagement clutch 8c, so that the transmission output shaft 7 is prevented from rotating.

  As shown in FIG. 1, the control system configuration of the electric vehicle includes a shift controller (automatic transmission control device) 21, a vehicle speed sensor 22, an accelerator opening sensor 23, a brake stroke sensor 24, a longitudinal acceleration sensor 25, a slider. A position sensor 26, a sleeve position sensor 27, a motor rotation speed sensor 33, a transmission output rotation speed sensor 34, and the like are provided. In addition, a motor controller 28, a brake controller 29, an integrated controller 30, a CAN communication line 31, and a range position switch 32 are provided.

The transmission controller 21 is constituted by a microcomputer having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), a backup memory, and an input / output interface circuit. The shift controller 21 outputs a shift request based on a shift map (not shown), and upshifts to a high gear stage in a state where the low gear stage in which the engagement clutch 8c is engaged and the friction clutch 9c is opened is selected. In doing so, the switching control by releasing the engagement clutch 8c and frictional engagement of the friction clutch 9c is performed. Further, when the downshift to the low gear stage is performed in a state where the engagement clutch 8c is disengaged and the friction clutch 9c is selected as the high gear stage for frictional engagement, the replacement is performed by the meshing engagement of the engagement clutch 8c and the release of the friction clutch 9c. Carry out control.
Further, at the time of downshift, a shift control process described later is executed to control the meshing engagement of the engagement clutch 8c.

  The range position switch 32 is a switch for detecting the range position of the automatic transmission 3 selected by the driver's selection operation on a select lever (not shown). Range ranges to be detected include P range (= parking range, non-traveling range, parking range), N range (= neutral range), D range (= drive range, forward travel range), R range (= reverse range, Reverse range).

  The motor rotation speed sensor 33 is a sensor that detects the output rotation speed of the drive motor generator 2, and here detects the rotation speed of the transmission input shaft 6. That is, the rotational speed (motor rotational speed) of the drive motor generator 2 is the input rotational speed (hereinafter referred to as “clutch input rotational speed”) to the engaging elements (engagement clutch 8c, friction clutch 9c) of the automatic transmission 3. The clutch input rotational speed is detected by the motor rotational speed sensor 33.

The transmission output rotational speed sensor 34 is a sensor that detects the output rotational speed of the automatic transmission 3, and here detects the rotational speed of the transmission output shaft 7. That is, the rotational speed of the transmission output shaft 7 is the output rotational speed (hereinafter referred to as “clutch output rotational speed”) of the fastening elements (engagement clutch 8c, friction clutch 9c) of the automatic transmission 3, and the transmission The output rotational speed sensor 34 detects the clutch output rotational speed.

[Detailed configuration of shift control system]
FIG. 2 shows a detailed configuration of the shift control system of the first embodiment. FIG. 3 is an explanatory diagram of the engagement clutch according to the first embodiment. Hereinafter, based on FIG.2 and FIG.3, the detailed structure of the transmission control system of Example 1 is demonstrated.

  As shown in FIG. 2, the shift control system of the electric vehicle control system includes an engagement clutch 8c, a friction clutch 9c, a parking gear 17, a drive motor generator 2, and a hydraulic brake 15. And a shift controller 21. That is, the engagement clutch 8c, the friction clutch 9c, the driving motor generator 2 and the hydraulic brake 15 are controlled, and controlled according to a command from the transmission controller 21 according to conditions.

The engagement clutch 8c is a clutch by meshing engagement having a rotation synchronization mechanism, and a clutch gear (first engagement member) 8d provided on the gear 8a and a clutch hub (second clutch) coupled to the transmission output shaft 7. Engaging member) 8e and coupling sleeve 8f (see FIG. 1). Then, by driving the coupling sleeve 8f by the first electric actuator 41, the clutch gear 8d and the clutch hub 8e are engaged and released through the coupling sleeve 8f.
Since the gear 8 a meshes with the gear 8 b that rotates together with the transmission input shaft 6, the clutch gear 8 d provided on the gear 8 a is connected to the transmission input shaft 6. That is, when the clutch gear 8d and the clutch hub 8e are engaged and engaged, the transmission input shaft 6 and the transmission output shaft 7 are connected.
The meshing engagement and disengagement of the engagement clutch 8c is determined by the position of the coupling sleeve 8f. The transmission controller 21 reads the value of the sleeve position sensor 27, and the position of the coupling sleeve 8f is the meshing engagement position or the disengagement position. A first position servo controller 51 (for example, a position servo system based on PID control) that supplies a current to the first electric actuator 41 is provided. When the coupling sleeve 8f is in the meshing position shown in FIG. 1 meshed with both the clutch gear 8d and the outer peripheral clutch teeth of the clutch hub 8e, the gear 8a is drivingly connected to the transmission output shaft 7. On the other hand, when the coupling sleeve 8f 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 8d and the clutch hub 8e, the gear 8a is moved to the transmission output shaft 7. Disconnect from.

Further, the rotation synchronization mechanism of the engagement clutch 8c will be described based on FIG.
The coupling sleeve 8f has a cylindrical shape with both ends open, and has a plurality of spline portions 8fa on the inner periphery of which clutch teeth (not shown) of the clutch gear 8d (see FIG. 1) are always fitted. The coupling sleeve 8f is supported so as to be movable in the axial direction which is the left-right direction in FIG. 3A while maintaining the state where the clutch teeth of the clutch gear 8d and the spline portion 8fa are fitted together. Here, the axial movement of the coupling sleeve 8f is achieved by applying a pressing force by the first electric actuator 41 (see FIG. 2).

The clutch hub 8e is formed with a plurality of clutch teeth 8ea that can be fitted into a spline portion 8fa formed on the inner periphery of the coupling sleeve 8f on the outer periphery. That is, the clutch teeth 8ea of the clutch hub 8e can mesh with the clutch teeth (not shown) of the clutch gear 8d via the coupling sleeve 8f.
Further, a synchronizer ring 8g is mounted on the outer periphery of the tapered cone portion 8eb so as to be movable in the axial direction.

  The synchronizer ring 8g is formed on the outer periphery with a plurality of sync teeth 8ga that can mesh with a plurality of spline portions 8fa of the coupling sleeve 8f, and a key groove 8gc that always engages with a key 8h provided on the coupling sleeve 8f. Has been. A gap is provided between the key 8h and the key groove 8gc, and the synchronizer ring 8g is configured to be movable relative to the coupling sleeve 8f in the rotational direction by the gap between the key 8h and the key groove 8gc. Has been.

Next, in the engagement clutch 8c, the synchronization operation by the rotation synchronization mechanism when engaging and fastening from the released state will be described.
In the engagement clutch 8c, when meshing and engaging from the released state, the synchronizer ring 8g is pressed in the axial direction so as to be close to the clutch hub 8e by the coupling sleeve 8f. As a result, a frictional force (hereinafter referred to as “cone torque”) is generated between the synchronizer ring 8g and the cone portion 8eb, and the coupling sleeve 8f and the clutch hub 8e are synchronously rotated and fastened by the cone torque.
That is, as shown in FIG. 3 (a), the coupling sleeve 8f is brought close to the clutch hub 8e together with the key 8h by the pressing force applied to the coupling sleeve 8f by the first electric actuator 41 (see FIG. 2). The synchronizer ring 8g is pressed against the cone portion 8eb.

  When the synchronizer ring 8g is pressed against the cone portion 8eb, relative rotation occurs between the two, so that the synchronizer ring 8g rotates by the gap of the key groove 8gc shown in FIG. As a result, the chamfer portion 8gb of the synchro tooth 8ga of the synchronizer ring 8g and the chamfer portion 8fb of the spline portion 8fa of the coupling sleeve 8f are in an index state facing each other in the axial direction as shown in FIG. .

  When the coupling sleeve 8f is further displaced toward the clutch hub 8e from this index state, both chamfer portions 8fb and 8gb come into contact with each other as shown in FIG. Accordingly, the synchronizer ring 8g further pushes the cone portion 8eb to increase the cone torque, and the synchronizer ring 8g and the coupling sleeve 8f are synchronized with the clutch hub 8e. At this time, the synchronizer ring 8g rotates in the circumferential direction so that the spline portion 8fa meshes with the synchro teeth 8ga.

Then, as shown in FIG. 3 (d), when the coupling sleeve 8f exceeds the reverse taper angle 8gd of the synchronizer ring 8g, the rotation synchronization between the coupling sleeve 8f and the synchronizer ring 8g is established.
When this rotation synchronization is established, the cone torque between the synchronizer ring 8g and the cone portion 8eb disappears, while the coupling sleeve 8f further moves in the axial direction while keeping the key 8h on standby. As a result, the spline portion 8fa of the coupling sleeve 8f pushes the clutch teeth 8ea of the clutch hub 8e and engages with the clutch teeth 8ea of the clutch hub 8e, as shown in FIG. 3 (e), and the engagement clutch 8c engages. It will be in a fastening state.

The friction clutch 9c includes a driven plate 9d that rotates together with the gear 9a, and a drive plate 9e that rotates together with the transmission input shaft 6 (see FIG. 1). Then, the second electric actuator 42 drives the slider 9f that applies a pressing force to both the plates 9d and 9e, thereby engaging / releasing the friction.
The transmission torque capacity of the friction clutch 9c is determined by the position of the slider 9f. The slider 9f is a screw mechanism, and a mechanism that holds the position when the input of the second electric actuator 42 is 0 (zero). It has become.
The speed change controller 21 reads the value of the slider position sensor 26 and supplies a current to the second electric actuator 42 so as to obtain a slider position where a desired transmission torque capacity can be obtained (for example, a position by PID control). Servo system).
The friction clutch 9c rotates integrally with the transmission input shaft 6, drives the gear 9a to the transmission input shaft 6 when the clutch friction is engaged, and connects the gear 9a and the transmission input shaft 6 when the clutch is released. Disconnect the drive connection.

  When the parking gear 17 selects the P range position (non-traveling range position), the transmission output shaft 7 is prevented from rotating by engaging the parking pole 18 with the first electric actuator 41 that also serves as the engagement clutch 8c. Secure the case to the case. That is, the first electric actuator 41 manages the operation of the three positions of the engagement position of the engagement clutch 8c, the non-engagement position of the engagement clutch 8c, and the engagement position of the parking gear 17.

  The drive motor generator 2 is torque controlled or rotational speed controlled by a motor controller 28 that receives a command output from the speed change controller 21. That is, when the motor controller 28 inputs a motor torque capacity command, a torque upper limit command, and an input / output rotation synchronization command from the speed change controller 21, the drive motor generator 2 is controlled in torque or rotational speed based on these commands. The

  The hydraulic brake 15 is controlled by a pump-up operation for increasing a brake engagement force by a brake hydraulic pressure actuator (not shown) that receives a drive command from a brake controller 29 that receives a command output from the speed change controller 21.

[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, based on FIG. 4, each step representing the shift control processing configuration of the first embodiment will be described. This process is a shift request to the low gear stage in which the friction clutch is released and the engagement clutch is engaged when the friction clutch 9c is engaged and the engagement clutch 8c is released in the automatic transmission 3. Performed when a downshift request occurs. Further, the shift control process shown in FIG. 4 corresponds to a shift control means for performing shift control of the automatic transmission 3.

In step S1, the output torque of the drive motor generator 2 (hereinafter referred to as “motor torque”), the coupling sleeve position (hereinafter referred to as “sleeve position”) of the engagement clutch 8c, and the transmission torque (hereinafter referred to as “sleeve position”) of the friction clutch 9c. Hereinafter, the "friction clutch transmission torque" is detected, and the process proceeds to step S2.
Here, the motor torque is calculated from a motor torque command value output to the drive motor generator 2. The sleeve position is detected by a sleeve position sensor 27. The friction clutch transmission torque is estimated based on a position of the slider 9f detected by the slider position sensor 26 and a friction clutch transmission torque map (not shown) determined by a slider position set in advance by experiments.

In step S2, following detection of the motor torque or the like in step S1, the friction clutch transmission torque is reduced by a predetermined value, and the process proceeds to step S3.
Here, the “predetermined value” is set to an arbitrary value as the degree that the friction clutch 9c slips and engages while the friction clutch transmission torque satisfies the driver's required driving torque. The required driving torque of the driver is obtained from the accelerator opening.

In step S3, following the reduction of the friction clutch transmission torque in step S2, it is determined whether or not the friction clutch 9c that has been engaged is slip-engaged. In the case of YES (slip engagement), the process proceeds to step S4 while maintaining the friction clutch transmission torque at that time. If NO (fastened), the process returns to step S2.
Here, the slip engagement is determined by determining that the difference between the input side rotational speed (the rotational speed of the clutch gear 8d) of the friction clutch 9c and the output side rotational speed (the rotational speed of the clutch hub 8e) is a predetermined differential rotational speed. Judging by becoming.
“Maintaining the friction clutch transmission torque” means maintaining the position of the slider 9f.

In step S4, following the determination of slip engagement of the friction clutch 9c in step S3, a target rotational speed of the driving motor generator 2 (hereinafter referred to as “target motor rotational speed”) is set, and the process proceeds to step S5.
Here, the target motor rotational speed (ω _T ) is set based on the following equation (1) using the output rotational speed (ω _O ) of the automatic transmission 3 and the gear ratio (G _L ) of the low gear stage. . The target motor rotation speed (ω _T ) corresponds to “predetermined synchronous rotation speed”.
ω _T = G _L · ω _O (1)
The output speed (ω _O ) of the automatic transmission 3 is detected by the transmission output speed sensor 34.
When the engagement clutch 8c is engaged during the previous downshift, if the actual motor rotation speed (ω _R ) changes with the stroke of the coupling sleeve 8f, the rotation speed change at this time (ω _div ) is added to the above equation (1), and the target motor speed is set based on the following (1) ′.
ω _T = G _L · ω _O + ω _div (1) ′

In step S5, following the setting of the target motor rotational speed in step S4, rotational speed control for controlling the transmission input rotational speed is performed, and the process proceeds to step S6.
Here, “rotational speed control for controlling transmission input rotational speed” means an actual motor rotational speed (hereinafter referred to as “actual motor rotational speed (ω _R )”) that is an input rotational speed of the automatic transmission 3. This corresponds to the target motor rotational speed (ω _T ) set in step S4, and corresponds to “first rotational speed feedback control”.
Furthermore, here, by setting the motor torque command value to the motor torque (T _M ) obtained by the following equation (2), the actual motor rotation speed (ω _R ) matches the target motor rotation speed (ω _T ). To control.
In the above equation (2), “K _p ” is a feedback gain of a proportional element, “K _I ” is a feedback gain of an integral element, and “s” is a differential operator. Further, the actual motor rotation speed (ω _R ) is detected by the motor rotation speed sensor 33.

In step S6, it is determined whether or not the rotation synchronization determination of the engagement clutch 8c has been made following the motor rotation speed control by the motor torque in step S5. If YES (rotation synchronization), the process proceeds to step S7. If NO (rotation asynchronous), the process returns to step S5.
Here, the rotation synchronization determination is performed when the actual motor rotation speed detected by the motor rotation speed sensor 33 matches the target motor rotation speed set in step S4.

In step S7, following the determination of the rotation synchronization in step S6, the control is switched from the rotational speed control for controlling the transmission input rotational speed to the torque control for controlling the motor torque, and the process proceeds to step S8.
Here, “torque control for controlling the motor torque” means to adjust the motor torque, which is the torque input to the engagement clutch 8c (hereinafter referred to as “clutch input torque”), to a target value that is arbitrarily set. This corresponds to “torque control” for controlling the clutch input torque. That is, in the first embodiment, torque fluctuation suppression control that suppresses fluctuations in the clutch input torque is performed by “torque control that controls motor torque”.
Further, here, the initial value of the motor torque when switching from the rotational speed control to the torque control is set to the friction clutch transmission torque at the time of rotational synchronization determination. That is, a motor torque command value is set so that the motor torque (T _M ) is equal to the friction clutch transmission torque when it is determined that the friction clutch 9c is slip-engaged.
Further, here, the motor torque (T _M ) maintains an initial value until the engagement clutch 8c is engaged.
Further, when the vehicle is accelerating or decelerating during the downshift, the target motor rotational speed changes according to the vehicle speed. Therefore, the motor torque when switching from the rotational speed control to the torque control is set to a value obtained by adding the torque for realizing the amount of change in the target motor rotational speed to the friction clutch transmission torque at the time of rotational synchronization determination. .
That is, a motor torque command value for realizing the motor torque (T _M ) calculated based on the following formula (3) is output.

In step S8, following the switching to the motor torque control in step S7, the coupling sleeve 8f of the engagement clutch 8c is stroke driven by the first electric actuator 41, and the coupling sleeve 8f is moved from the open position to the meshing engagement position. And the engagement clutch 8c is engaged, and the process proceeds to step S9.
At this time, if the motor rotation speed is deviated from the actual engagement clutch output side rotation speed, the rotation synchronization mechanism of the engagement clutch 8c is operated, and the cone torque which is the rotation synchronization torque is generated to synchronize the rotation. .
At this time, the pressing force for driving the coupling sleeve 8f of the first electric actuator 41 (hereinafter referred to as “coupling sleeve pressing force”) is a predetermined value set in advance.
When the actual motor rotation speed (ω _R ) changes with the stroke of the coupling sleeve 8f, the change (ω _div ) of the rotation speed is stored, and the target motor rotation speed at the next downshift is stored. Used when setting.

  In step S9, following the engagement of the engagement clutch 8c in step S8, the friction clutch 9c is released by a general gear shift torque phase operation, the shift is terminated, and the process proceeds to the end.

Next, the operation will be described.
First, “the configuration and problems of the control device of the automatic transmission of the comparative example” will be described, and subsequently, “engagement clutch engagement control action” in the control device of the first embodiment will be described.

[Configuration and Problem of Control Device for Automatic Transmission of Comparative Example]
FIG. 5 shows a transmission output torque, a downshift request, a motor speed, a friction clutch transmission torque, a motor torque, an engagement clutch transmission torque, and a coupling during a downshift in an electric vehicle equipped with a control device of a comparative example. It is a time chart which shows each characteristic of a sleeve position and a coupling sleeve pressing force. Hereinafter, based on FIG. 5, the structure and subject of the control apparatus of the automatic transmission of a comparative example are demonstrated.

  In the control device for the automatic transmission of the comparative example, when the friction clutch 9c is slip-engaged during the shift to the low gear stage where the engagement clutch 8c in the released state is engaged and engaged, and the friction clutch 9c in the engaged state is released, the automatic transmission is performed. The rotational speed of the driving motor generator 2 that is the rotational speed input to the machine 3 is controlled. Then, the input side rotational speed of the engagement clutch 8c is made to coincide with the rotational synchronization rotational speed (= the output side rotational speed of the engagement clutch 8c), and the engagement clutch 8c is fastened while maintaining this rotational speed control.

That is, at time t ₁ shown in FIG. 5, for example When turned accelerator depression downshift request occurs is ON, the differential rotation occurs in input and output rotational speed of the friction clutch 9c, the friction clutch transmission until the so-called slip engagement state Reduce torque gradually. Then, at time t ₂ time, confirm the slip-engagement of the friction clutch 9c, switch the driving motor generator 2 to the rotation speed control, the motor speed is a transmission input revolution speed (= clutch input side RPM) The motor torque is increased so as to coincide with the target motor rotation speed (= clutch output side rotation speed).

At time t ₃ the time, when the motor speed coincides with the target motor speed, the pressing force required for interlocking engagement in the coupling sleeve 8f imparted by the first electric actuator 41, to stroke drives the coupling sleeve 8f . Here, in the control device of this comparative example, as shown in FIG. 5, the target motor rotational speed is a value higher than the actual output-side rotational speed of the engagement clutch 8c due to the influence of sensor detection error, calculation error, and the like. Suppose that In this case, when a pressing force is applied to the coupling sleeve 8f, the rotation synchronization mechanism of the engagement clutch 8c operates to generate cone torque (rotation synchronization torque). Then, due to the cone torque, the motor rotation speed is reduced in order to synchronize with the actual engagement clutch output side rotation speed.
Note that when the rotation synchronization mechanism is in operation, there is a difference between the motor rotation speed and the actual engagement clutch output-side rotation speed, so that cone torque appears in the transmission output torque.

  On the other hand, at this time, the rotational speed control of the drive motor generator 2 is continued. Therefore, the motor torque increases so as to cancel the cone torque and make the motor rotation speed coincide with the target motor rotation speed. Thereby, the cone torque and the motor torque interfere with each other, and it takes time until the coupling sleeve 8f reaches the synchronization completion point.

Time t ₄ time, the coupling sleeve 8f reaches the synchronization completion point, the clutch rotational difference becomes zero coincides with the motor speed actual engagement clutch output rpm. However, since the motor torque fluctuates due to the continued motor rotation speed control, the cone torque and the motor torque interfere even if the clutch differential rotation is zero. For this reason, the displacement resistance of the coupling sleeve 8f increases, and the stroke of the coupling sleeve 8f stagnates. Further, as surrounded by a broken line in FIG. 5, the motor torque fluctuation appears in the transmission output torque and becomes a shift shock, which gives the driver a sense of incongruity.

At time t ₅ when the coupling sleeve 8f are Once meshes with clutch hub 8e, the coupling sleeve 8f starts gradually displaced to the meshing engagement position. As a result, the cone torque disappears, but since the motor rotation speed control continues at this time, the motor torque fluctuates and appears in the transmission output torque. In addition, when the motor torque fluctuates, it becomes a displacement resistance of the coupling sleeve 8f, and it takes more time to engage the engagement clutch 8c.

At time t ₆ time, the coupling sleeve 8f reaches interlocking engagement position, the driving motor generator 2 is switched to the torque control, the motor torque is controlled such that the required driving torque of the driver appearing to the accelerator opening Start reducing. Further, the friction clutch 9c gradually reduces the friction clutch transmission torque and releases it.
Furthermore, the coupling sleeve pressing force by the first electric actuator 41 becomes zero because the coupling sleeve 8f reaches the meshing engagement position.

At time t ₇ when the friction clutch 9c is fully open, the motor torque is the transmission input torque is, if they match the transmission torque of the engagement clutch 8c, shifting to a low gear position is completed.

  Thus, in the control device for the automatic transmission of the comparative example, the motor rotation control is continued even while the rotation synchronization mechanism of the engagement clutch 8c is operating. As a result, the cone torque for synchronizing the rotation generated by the operation of the rotation synchronizing mechanism interferes with the motor torque for adjusting the motor rotation speed to the target motor rotation speed. As a result, it takes time to engage the engaging clutch 8c, and a shift shock has occurred.

[Engagement clutch engagement control action]
FIG. 6 shows the transmission output torque at the time of downshift, the request for downshift, the motor speed, the friction clutch transmission torque, the motor torque, the engagement clutch transmission torque, and the cup in the electric vehicle equipped with the control device of the first embodiment. It is a time chart which shows each characteristic of a ring sleeve position and a coupling sleeve pressing force. Hereinafter, based on FIG. 6, the engagement clutch fastening control operation of the first embodiment will be described.

In a vehicle control apparatus of the first embodiment, when traveling at high speed stage friction clutch 9c is open fastening to the engagement clutch 8c, when, for example, the accelerator operation at time t ₁₁ shown in FIG. 6 occurs The downshift request is turned ON. Accordingly, in the flowchart shown in FIG. 4, the process proceeds from step S1 to step S2, the friction clutch transmission torque is gradually reduced, and the friction clutch 9c is brought into a so-called slip engagement state in which a differential rotation occurs in the input / output rotation speed.

At time t ₁₂ time, the friction clutch 9c is when it is determined that a slip engagement state, the flow proceeds to step S3 → step S4, sets the target motor rotational speed. Here, a value that is set based on the above equation (1) and that is obtained by integrating the output rotation speed (ω _O ) of the automatic transmission 3 and the gear ratio (G _L ) of the low gear stage is set as the target motor rotation speed.

  Then, the process proceeds to step S5, in which the motor torque is controlled so that the actual motor speed matches the target motor speed. That is, the motor rotation speed is increased by increasing the motor torque.

At time t ₁₃ the time, when the motor speed coincides with the target motor rotation speed, the process proceeds to step S6 → step S7 → step S8, it switched to the torque control to control the driving motor generator 2 from the rotational speed control, the engagement The clutch 8c is engaged.
That is, the first electric actuator 41 applies a pressing force necessary for meshing engagement to the coupling sleeve 8f, and the coupling sleeve 8f is stroke driven. Here, in the control device of the first embodiment, as shown in FIG. 6, the target motor rotational speed is higher than the actual output-side rotational speed of the engagement clutch 8c due to the influence of sensor detection error, calculation error, and the like. Suppose it is a value. In this case, when a pressing force is applied to the coupling sleeve 8f, the rotation synchronization mechanism of the engagement clutch 8c is activated to generate cone torque. Then, due to the cone torque, the motor rotation speed is reduced in order to synchronize with the actual engagement clutch output side rotation speed.
Note that when the rotation synchronization mechanism is in operation, there is a difference between the motor rotation speed and the actual engagement clutch output-side rotation speed, so that cone torque appears in the transmission output torque.

On the other hand, at this time, the driving motor generator 2 is switched to torque control, and the motor torque is set to the friction clutch transmission torque at the time of rotational synchronization determination. That is, the motor torque is controlled such that the friction clutch transmission torque at the time the motor speed is determined to match the target motor rotational speed (time t ₁₃ time).
As a result, the motor torque does not increase so as to cancel the cone torque, the motor torque does not interfere with the cone torque, and the coupling sleeve 8f can be quickly displaced to the synchronization completion point.

At time t ₁₄ the time, when the coupling sleeve 8f reaches the synchronization completion point, the clutch rotational difference becomes zero coincides with the motor speed actual engagement clutch output rpm. Also at this time, the motor torque matches the friction clutch transmission torque and does not interfere with the cone torque. Therefore, the displacement resistance of the coupling sleeve 8f does not increase, and the coupling sleeve 8f can smoothly mesh with the clutch hub 8e. The coupling sleeve 8f is gradually displaced to the meshing engagement position.
Further, when the coupling sleeve 8f meshes with the clutch hub 8e, the cone torque disappears and the transmission output torque returns to the original state.

At time t ₁₅ the time reaches the coupling sleeve 8f are interlocking engagement position, the motor torque starts to reduce is controlled such that the required driving torque of the driver appearing to the accelerator opening. Further, the friction clutch 9c gradually reduces the friction clutch transmission torque and releases it.
Furthermore, the coupling sleeve pressing force by the first electric actuator 41 becomes zero because the coupling sleeve 8f reaches the meshing engagement position.

At time t ₁₆ time, the friction clutch 9c is fully open, the motor torque is the transmission input torque is, if they match the transmission torque of the engagement clutch 8c, shifting to a low gear position is completed.

As described above, in the first embodiment, the rotational speed of the driving motor generator 2 is controlled so that the motor rotational speed, which is the transmission input rotational speed (= clutch input rotational speed), matches the target motor rotational speed. Thereafter, the rotational speed control is switched to the motor torque control, and the fluctuation of the motor torque when the rotation synchronization mechanism of the engagement clutch 8c operates is suppressed.
Thereby, the cone torque for synchronizing the rotation generated by the operation of the rotation synchronizing mechanism does not interfere with the motor torque, the rotation is synchronized quickly, and the engagement clutch 8c can be smoothly engaged and engaged. Therefore, it is possible to prevent the time until the completion of the fastening from becoming long.
Further, since the fluctuation of the motor torque is suppressed while the rotation synchronization mechanism is operating, the motor torque is not increased due to the torque interference unlike the control device of the comparative example. Thereby, a shock does not occur when the engagement clutch 8c is engaged.

  Moreover, in the first embodiment, the control of the drive motor generator 2 is switched from the rotational speed control to the torque control at the timing when the motor rotational speed matches the target motor rotational speed. Therefore, the coupling sleeve 8f is displaced, and the motor torque fluctuation can be reliably suppressed while the rotation synchronization mechanism is operating, so that the interference between the cone torque and the motor torque can be accurately prevented.

  In the first embodiment, the rotational speed control for controlling the transmission input rotational speed to match the motor rotational speed with the target motor rotational speed is performed by controlling the motor torque that is the torque input to the automatic transmission 3. Yes. Then, after the motor rotational speed matches the target motor rotational speed, the control is switched to torque control for controlling the torque of the driving motor generator 2. And when switching to the torque control by this motor torque, this motor torque is set to the friction clutch transmission torque at the time of rotational synchronization determination.

As a result, the time required for synchronization when the engagement clutch 8c is rotationally synchronized by cone torque can be shortened, and the engagement clutch engagement time can be shortened.
That is, by setting the motor torque, which is the torque input to the automatic transmission 3, to the same value as the torque that can be transmitted by the friction clutch 9c, all the torque input to the automatic transmission 3 passes through the friction clutch 9c. It is transmitted to the drive wheel 14. Therefore, no torque transmission is borne by the engagement clutch 8c, and there is no interference between the cone torque and the motor torque, and the rotation synchronization by the cone torque can be completed quickly.

When the vehicle is accelerating or decelerating during the downshift, the target motor speed that is the synchronous speed changes according to the vehicle speed. In this case, based on the above equation (3), the motor torque when switching to torque control by motor torque is realized with the amount of change in the target motor rotational speed with respect to the friction clutch transmission torque at the time of rotational synchronization determination. To the value obtained by adding the torque for
As a result, the rotation synchronization mechanism can be operated while the target motor rotation speed is varied in accordance with the change in the vehicle speed. Since the time until the rotation synchronization is synchronized by the rotation synchronization mechanism is very short, the amount of change in the target motor rotation speed can be regarded as constant, and by adding a constant torque considering the inertia on the clutch input side. The target motor speed can be made to correspond to the change in the vehicle speed.

Further, if the target motor speed is deviated from the actual output speed of the engagement clutch 8c at the time of the previous downshift, when the engagement clutch 8c is engaged, the stroke of the coupling sleeve 8f is accompanied. The actual motor speed changes. In this case, the target motor rotation speed is set based on the above formula (1) ′.
That is, the detection error of the sensor, the calculation error, etc. are estimated from the fluctuation of the actual motor rotation speed when the engagement clutch is engaged, and this error is added to the target motor rotation speed at the next downshift. As a result, it is possible to reduce the influence of the detection error of the sensor, etc., to reduce the differential rotation when the rotation synchronization mechanism operates, and to smoothly engage the engagement clutch 8c with less shift shock.

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

(1) An automatic transmission 3 provided in a drive system of a vehicle and having an engagement clutch 8c having a rotation synchronization mechanism that engages and engages when engaged as a fastening element, and a friction clutch 9c that frictionally engages when engaged; In a control device for an automatic transmission comprising shift control means (FIG. 4) for performing shift control of the automatic transmission 3,
The shift control means (FIG. 4) engages the engagement clutch 8c and engages the friction clutch 9c by slip engagement at the time of shifting to release the friction clutch 9c, and the input rotation speed (motor rotation) of the engagement clutch 8c. The engagement clutch 8c at least when the rotation synchronization mechanism is in operation, from when the number) is adjusted to a predetermined synchronous rotation speed (target motor rotation speed) until the engagement clutch 8c is engaged. The torque fluctuation suppression control is performed to suppress the fluctuation of the clutch input torque input to the motor.
Thereby, when engaging and engaging the engagement clutch 8c, it is possible to prevent the time until the completion of the engagement from being prolonged while suppressing the occurrence of the engagement shock.

(2) After the friction clutch 9c is slip-engaged, the shift control means (FIG. 4) adjusts the input rotational speed (motor rotational speed) of the engagement clutch 8c to a predetermined synchronous rotational speed (target motor rotational speed). Perform the first rotation speed feedback control (rotation speed control),
After the input rotational speed (motor rotational speed) matches the synchronous rotational speed (target motor rotational speed), the torque (motor) input to the engagement clutch 8c from the first rotational speed feedback control (rotational speed control) Switching to the torque fluctuation suppression control by torque control for controlling (torque), and the engagement clutch 8c is fastened.
As a result, in addition to the effect of (1) above, motor torque fluctuations while the rotation synchronization mechanism is operating can be reliably suppressed, and interference between cone torque and motor torque can be accurately prevented.

(3) When the shift control means (FIG. 4) performs the first rotational speed feedback control (rotational speed control) by controlling transmission input torque (motor torque) input to the automatic transmission 3, the torque The fluctuation suppression control is performed by the torque control in the control of the transmission input torque (motor torque), and the initial value of the transmission input torque (motor torque) when switching to the torque control is set as the rotation synchronization mechanism. The transmission torque of the friction clutch 9c at the start of the operation is used.
Thereby, in addition to the effect of the above (2), it is possible to shorten the time required for synchronization when the engagement clutch 8c is rotationally synchronized by cone torque, and to shorten the engagement clutch engagement time. .

(4) The shift control means (FIG. 4) transmits the initial value of the transmission input torque (motor torque) when switched to the torque control to the friction clutch 9c at the start of operation of the rotation synchronization mechanism. It was set as the value which added the torque for implement | achieving the variation | change_quantity of a predetermined synchronous rotation speed to the torque.
As a result, in addition to the effect of (3) above, even when the vehicle is accelerating or decelerating during the downshift, the rotation synchronization mechanism is operated while the target motor speed is changed according to the change in the vehicle speed. Can be made.

(5) The shift control means (FIG. 4) determines that the engagement clutch 8c is engaged after the input rotation speed (motor rotation speed) of the engagement clutch 8c matches the synchronous rotation speed (target motor rotation speed). The change in the input rotational speed (motor rotational speed) of the engagement clutch 8c until the start is added to the synchronous rotational speed (target motor rotational speed) set at the next shift.
As a result, in addition to the effects (1) to (4) described above, the influence of sensor detection errors and the like can be reduced, and the engagement clutch 8c can be engaged smoothly with little shift shock. .

(Example 2)
The second embodiment is an example in which the rotation speed and torque input to the engagement clutch 8c are controlled by controlling the transmission torque of the friction clutch 9c.

  FIG. 7 is a flowchart illustrating the flow of a shift control process executed by the shift controller according to the second embodiment. Hereinafter, a shift control process in the control apparatus for the automatic transmission according to the second embodiment will be described with reference to FIG. Note that detailed description of processing equivalent to the shift control processing of the first embodiment shown in FIG. 4 is omitted.

  In step S21, the output torque (motor torque) of the driving motor generator 2, the coupling sleeve position (sleeve position) of the engagement clutch 8c, and the transmission torque (friction clutch transmission torque) in the friction clutch 9c are detected. Proceed to S22.

  In step S22, following the detection of the motor torque or the like in step S21, the friction clutch transmission torque is reduced by a predetermined value, and the process proceeds to step S23.

  In step S23, following the reduction of the friction clutch transmission torque in step S22, it is determined whether or not the friction clutch 9c that has been engaged is slip-engaged. If YES (slip engagement), the process proceeds to step S24 while maintaining the friction clutch transmission torque at that time. If NO (fastened), the process returns to step S22.

  In step S24, following the determination of slip engagement of the friction clutch 9c in step S23, a target rotational speed (target motor rotational speed) of the drive motor generator 2 is set, and the process proceeds to step S25.

In step S25, following the setting of the target motor rotational speed in step S24, rotational speed control for controlling the transmission input rotational speed is performed, and the process proceeds to step S26.
Here, the actual motor rotation speed (ω _R ) matches the target motor rotation speed (ω _T ) by setting the transmission torque (T _C ) of the friction clutch 9c to a value obtained by the following equation (4). To control.
In the above equation (4), “K _p ” is a feedback gain of a proportional element, “K _I ” is a feedback gain of an integral element, and “s” is a differential operator. Further, the actual motor rotation speed (ω _R ) is detected by the motor rotation speed sensor 33.

  In step S26, it is determined whether the rotation synchronization determination of the engagement clutch 8c has been made following the motor rotation speed control by the friction clutch transmission torque in step S25. If YES (rotation synchronization), the process proceeds to step S27. If NO (rotation asynchronous), the process returns to step S25.

In step S27, following the determination of the rotation synchronization in step S26, the control is switched from the rotational speed control for controlling the transmission input rotational speed to the torque control for controlling the friction clutch transmission torque, and the process proceeds to step S28.
Here, “torque control for controlling the friction clutch transmission torque” means to adjust the torque (friction clutch transmission torque) transmitted by the friction clutch 9c to a target value that is arbitrarily set, and to control the clutch input torque. This corresponds to “torque control”. That is, in the second embodiment, torque fluctuation suppression control that suppresses fluctuations in clutch input torque is performed by “torque control that controls friction clutch transmission torque”.
Further, here, the initial value of the friction clutch transmission torque when switching from the rotational speed control to the torque control is set to the motor torque at the time of rotational synchronization determination. That is, a command value that outputs the friction clutch transmission torque (T _C ) equal to the motor torque (T _M ) when it is determined that the friction clutch 9c is slip-engaged is output.
Further, here, the friction clutch transmission torque (T _C ) maintains the initial value until the engagement clutch 8c is engaged.

In step S28, following the switching to the friction clutch transmission torque control in step S27, the coupling sleeve 8f of the engagement clutch 8c is stroke driven by the first electric actuator 41, and the coupling sleeve 8f is engaged and engaged from the open position. The engagement clutch 8c is engaged by shifting to the position, and the process proceeds to step S29.
At this time, if the motor rotation speed is deviated from the actual engagement clutch output side rotation speed, the rotation synchronization mechanism of the engagement clutch 8c is operated, and the cone torque which is the rotation synchronization torque is generated to synchronize the rotation. .

  In step S29, following the engagement of the engagement clutch 8c in step S28, the friction clutch 9c is released by a general gear shift torque phase operation, the shift is terminated, and the process proceeds to the end.

  As described above, in the control device of the second embodiment, by controlling the transmission torque of the friction clutch 9c, the motor rotation speed, which is the input rotation speed of the engagement clutch 8c, is controlled so as to coincide with the target motor rotation speed. In addition, the torque input to the engagement clutch 8c can be controlled.

  Then, by switching to the torque control for controlling the friction clutch transmission torque at the timing when the motor rotation speed coincides with the target motor rotation speed, the cone torque generated by the operation of the rotation synchronization mechanism of the engagement clutch 8c, and this friction It is possible to prevent interference of torque that attempts to make the motor rotation speed coincide with the target motor rotation speed due to the clutch transmission torque. As a result, it is possible to suppress the occurrence of a shift shock while preventing the engagement clutch 8c from engaging longer.

  Further, in the second embodiment, the rotational speed control for controlling the transmission input rotational speed to make the motor rotational speed coincide with the target motor rotational speed is performed by controlling the transmission torque of the friction clutch 9c. Then, after the motor rotation speed matches the target motor rotation speed, switching to torque control for controlling the friction clutch transmission torque is performed. When switching to the friction clutch transmission torque control, the friction clutch transmission torque is set to the torque (motor torque) of the drive motor generator 2 at the time of rotation synchronization determination.

As a result, the time required for synchronization when the engagement clutch 8c is rotationally synchronized by cone torque can be shortened, and the engagement clutch engagement time can be shortened.
That is, by setting the torque that can be transmitted by the friction clutch 9c to the same value as the motor torque input to the automatic transmission 3, all the torque input to the automatic transmission 3 is sent to the drive wheels 14 via the friction clutch 9c. Will be communicated. Therefore, no torque transmission is borne by the engagement clutch 8c, and the interference between the cone torque and the friction clutch transmission torque is eliminated, and the rotation synchronization by the cone torque can be completed quickly.

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

(6) When the first speed feedback control (rotational speed control) is performed by controlling the transmission torque of the friction clutch 9c, the shift control means (FIG. 7) performs the torque fluctuation suppression control of the friction clutch 9c. The initial value of the transmission torque of the friction clutch 9c when switching to the torque control is input to the automatic transmission 3 at the start of the operation of the rotation synchronization mechanism. It was set as the transmission input torque (motor torque).
Thereby, in addition to the effect of the above (2), it is possible to shorten the time required for synchronization when the engagement clutch 8c is rotationally synchronized by cone torque, and to shorten the engagement clutch engagement time. .

(Example 3)
The third embodiment is an example in which torque fluctuation suppression control is performed by changing a feedback gain at the time of motor rotation speed control.

  FIG. 8 is a flowchart illustrating the flow of a shift control process executed by the shift controller according to the third embodiment. Hereinafter, the shift control process in the control device for the automatic transmission according to the third embodiment will be described with reference to FIG. Note that detailed description of processing equivalent to the shift control processing of the first embodiment shown in FIG. 4 is omitted.

  In step S31, the output torque (motor torque) of the driving motor generator 2, the coupling sleeve position (sleeve position) of the engagement clutch 8c, and the transmission torque (friction clutch transmission torque) in the friction clutch 9c are detected. Proceed to S32.

  In step S32, following the detection of the motor torque or the like in step S31, the friction clutch transmission torque is reduced by a predetermined value, and the process proceeds to step S33.

  In step S33, following the reduction of the friction clutch transmission torque in step S32, it is determined whether or not the friction clutch 9c that has been engaged is slip-engaged. If YES (slip engagement), the process proceeds to step S34 while maintaining the friction clutch transmission torque at that time. If NO (fastened), the process returns to step S32.

  In step S34, following the determination of slip engagement of the friction clutch 9c in step S33, the target rotational speed (target motor rotational speed) of the drive motor generator 2 is set, and the process proceeds to step S35.

In step S35, following the setting of the target motor rotational speed in step S34, rotational speed control for controlling the transmission input rotational speed is performed, and the process proceeds to step S36.
Here, “rotational speed control for controlling transmission input rotational speed” means an actual motor rotational speed (hereinafter referred to as “actual motor rotational speed (ω _R )”) that is an input rotational speed of the automatic transmission 3. In other words, the target motor rotational speed (ω _T ) set in step S34 is made to coincide.
Further, here, by setting the motor torque command value to the motor torque (T _M ) obtained by the following equation (5), the actual motor rotation speed (ω _R ) matches the target motor rotation speed (ω _T ). To control.
In the above equation (5), “K _p ” is a feedback gain of a proportional element, “K _I ” is a feedback gain of an integral element, and “s” is a differential operator. Further, the actual motor rotation speed (ω _R ) is detected by the motor rotation speed sensor 33.
Further, the feedback gain (K _p ) of the proportional element and the feedback gain (K _I ) of the integral element are the actual motor rotation speed (ω _R ) and the target motor rotation speed (ω _T ) that are the differential rotation speed of the engagement clutch 8c. Based on the absolute value of the difference between the rotation speed and the map shown in FIG. 9 (a) or 9 (b), the designer wants the motor speed change in the inertia phase while ensuring safety. Set to be a response.
That is, step S35 in FIG. 8 corresponds to the "second rotational speed feedback control" in which the rotational speed control for controlling the transmission input rotational speed is made smaller as the differential rotational speed of the engagement clutch 8c is smaller. .

In step S36, it is determined whether the rotation synchronization determination of the engagement clutch 8c has been made following the motor rotation speed control with the feedback gain corresponding to the differential rotation speed in step S35. If YES (rotation synchronization), the process proceeds to step S37. If NO (rotation asynchronous), the process returns to step S35.
Here, the rotation synchronization determination is performed when the actual motor rotational speed detected by the motor rotational speed sensor 33 matches the target motor rotational speed set in step S34.

In step S37, following the determination of the rotation synchronization in step S36, the motor rotation speed control (second rotation speed feedback control) using the feedback gain set in accordance with the differential rotation speed of the engagement clutch 8c is continued. On the other hand, the feedback gain is set so that the output torque (motor torque) of the drive motor generator 2 is smaller than the cone torque generated when the rotation synchronization mechanism is operated, and the process proceeds to step S38.
That is, in this step S37, the feedback gain is set so that the motor torque for compensating the rotational speed control (the motor torque for making the motor rotational speed coincide with the target motor rotational speed) becomes smaller than the cone torque. .
The cone torque is estimated based on a cone torque map (not shown) determined by the position of the coupling sleeve 8f and a sleeve position set in advance by experiments.

In step S38, following the motor torque limit setting in step S37, the coupling sleeve 8f of the engagement clutch 8c is stroke-driven by the first electric actuator 41, and the coupling sleeve 8f is moved from the open position to the meshing engagement position. The engagement clutch 8c is engaged by being displaced, and the process proceeds to step S39.
At this time, if the motor rotation speed is deviated from the actual engagement clutch output side rotation speed, the rotation synchronization mechanism of the engagement clutch 8c is operated, and the cone torque which is the rotation synchronization torque is generated to synchronize the rotation. .

  In step S39, following the engagement of the engagement clutch 8c in step S38, the friction clutch 9c is released by a general gear shift torque phase operation, the shift is terminated, and the process proceeds to the end.

As described above, in the control device according to the third embodiment, when the rotational speed control for matching the actual motor rotational speed with the target motor rotational speed is performed, the feedback gain is set to a smaller value as the differential rotational speed in the engagement clutch 8c becomes smaller. To do.
Therefore, the motor torque that attempts to make the motor rotation speed coincide with the target motor rotation speed can be suppressed as the motor rotation speed approaches the target motor rotation speed. Thus, for example, even when the target motor rotational speed is deviated from the actual output-side rotational speed of the engagement clutch 8c and the rotational torque is synchronized by the cone torque generated by the operation of the rotational synchronization mechanism, the motor torque And the cone torque interference can be suppressed.
As a result, it is possible to suppress the occurrence of a shift shock while preventing the engagement clutch 8c from engaging longer.

Further, in the first and second embodiments, the motor speed is switched from the speed control to the torque control at the timing when the motor speed matches the target motor speed. In this case, the initial torque value at the time of the torque control transition is switched. Setting is required. That is, estimation calculation and detection of the friction clutch transmission torque and the motor torque are required.
On the other hand, in the third embodiment, even if the motor rotational speed matches the target motor rotational speed, the rotational speed control by the motor torque is continued, so the above calculation and the like can be made unnecessary.

Further, after the motor rotational speed, which is the input rotational speed of the engagement clutch 8c, matches the target motor rotational speed, the rotational speed control is performed so that the motor torque for compensating the rotational speed control becomes smaller than the cone torque. The feedback gain at is set.
Therefore, it is possible to reliably prevent interference between the cone torque generated by operating the rotation synchronization mechanism of the engagement clutch 8c and the torque that causes the motor rotation speed to coincide with the target motor rotation speed due to the motor torque.

  That is, when the motor torque for compensating the rotational speed control exceeds the cone torque, the rotation synchronization by the rotation synchronization mechanism cannot be performed. For this reason, if a deviation occurs between the actual motor speed and the detected motor speed due to a sensor detection error or the like, the rotation cannot be synchronized, and in the worst case, the engagement clutch 8c is engaged. Will not be able to. On the other hand, if the motor torque for compensating the rotational speed control is made smaller than the cone torque, the rotational synchronization mechanism synchronizes the rotation even if a deviation occurs between the actual motor rotational speed and the detected motor rotational speed. The engagement clutch 8c can be fastened.

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

(7) When the friction clutch 9c is slip-engaged, the shift control means (FIG. 8) adjusts the input rotation speed of the engagement clutch to a predetermined synchronous rotation speed, and the differential rotation speed of the engagement clutch is small. The torque fluctuation suppression control by the second rotational speed feedback control that sets the feedback gain as small as possible,
After the input rotational speed coincides with the synchronous rotational speed, the engagement clutch is fastened while continuing the second rotational speed feedback control.
As a result, in addition to the effect of (1) above, it is possible to prevent the time until the completion of the engagement from being prolonged while suppressing the occurrence of the engagement shock when the engagement clutch 8c is engaged and engaged.

(8) The shift control means may be configured to perform the predetermined period before the input rotational speed of the engagement clutch matches the synchronous rotational speed or after the input rotational speed of the engagement clutch matches the synchronous rotational speed. The feedback gain in the two-rotational speed feedback control is set to a value at which the torque for compensating the second rotational speed feedback control is smaller than the synchronous torque by the rotational synchronization mechanism.
Thereby, in addition to the effect of the above (7), even if there is a deviation between the actual motor rotation speed and the detected motor rotation speed, the rotation synchronization mechanism can reliably perform rotation synchronization, and the engagement clutch 8c It can be concluded quickly.

  As mentioned above, although the control apparatus of the automatic transmission of this invention has been demonstrated based on Example 1-Example 3, it is not restricted to these Examples about a concrete structure, Each of a claim Design changes and additions are permitted without departing from the scope of the claimed invention.

In the third embodiment, an example is shown in which the feedback gain is set so that the motor torque for compensating for the rotational speed control becomes smaller than the cone torque after the motor rotational speed matches the target motor rotational speed. Absent.
Even during a predetermined period before the motor rotational speed matches the target motor rotational speed, the feedback gain may be set so that the motor torque for compensating the rotational speed control is smaller than the cone torque. The “predetermined period” may be a time or a differential rotation speed. That is, the time when the motor speed matches the target motor speed may be predicted, and a feedback gain that limits the motor torque from a predetermined time before the predicted time may be used. When the differential rotation speed becomes a predetermined value or less, a feedback gain for limiting the motor torque may be used.

  In the first to third embodiments, an example in which the drive source is configured only by the drive motor generator 2 has been described, but the present invention is not limited thereto. The drive source may be a combination of a motor and an engine, or only the engine.

2 Drive motor generator (motor)
3 automatic transmission 6 transmission input shaft 7 transmission output shaft 8 low-side transmission mechanism 8c engagement clutch (engagement element)
8d Clutch gear 8e Clutch hub 8f Coupling sleeve 9 High-side transmission mechanism 9c Friction clutch (engagement element)
14 Drive wheel 21 Speed change controller 22 Vehicle speed sensor 25 Longitudinal acceleration sensor 33 Motor rotation speed sensor 34 Transmission output rotation speed sensor

Claims (8)

An automatic transmission that is provided in a vehicle drive system and has an engagement clutch having a rotation synchronization mechanism that meshes and engages when engaged as a fastening element, and a friction clutch that frictionally engages when engaged, and shift control of the automatic transmission In a control device for an automatic transmission comprising a shift control means for performing
The shift control means is configured to engage the engagement clutch and to release the friction clutch by slip-engaging the friction clutch, and after adjusting the input rotation speed of the engagement clutch to a predetermined synchronous rotation speed, Torque fluctuation suppression control that suppresses fluctuations in clutch input torque that is input to the engagement clutch is performed until the engagement clutch is engaged and at least when the rotation synchronization mechanism is operating. Automatic transmission control device. The control device for an automatic transmission according to claim 1,
When the friction clutch is slip-engaged, the shift control means performs first rotation speed feedback control for adjusting the input rotation speed of the engagement clutch to a predetermined synchronous rotation speed,
After the input rotational speed matches the synchronous rotational speed, the first rotational speed feedback control is switched to the torque fluctuation suppression control by torque control for controlling the torque input to the engagement clutch, and the engagement clutch is A control device for an automatic transmission, characterized by being fastened. The control apparatus for an automatic transmission according to claim 2,
The shift control means performs the torque fluctuation suppression control by torque control in the transmission input torque control when the first rotation speed feedback control is performed by transmission input torque control input to the automatic transmission. An initial value of the transmission input torque when switching to the torque control is a transmission torque of the friction clutch at the start of operation of the rotation synchronization mechanism. In the control device for an automatic transmission according to claim 3,
The shift control means sets a change amount of a predetermined synchronous rotational speed to an initial value of the transmission input torque at the time of switching to the torque control, and to a transmission torque of the friction clutch at the start of operation of the rotation synchronization mechanism. A control device for an automatic transmission, characterized in that a value obtained by adding a torque to realize the automatic transmission is obtained. The control apparatus for an automatic transmission according to claim 2,
The shift control means performs the torque fluctuation suppression control by torque control in the transmission torque control of the friction clutch when the first rotation speed feedback control is performed by control of the transmission torque of the friction clutch, and Control of automatic transmission characterized in that initial value of transmission torque of friction clutch when switching to torque control is transmission input torque input to automatic transmission at start of operation of rotation synchronous mechanism apparatus. The control device for an automatic transmission according to claim 1,
When the friction clutch is slip-engaged, the shift control means adjusts the input rotational speed of the engagement clutch to a predetermined synchronous rotational speed, and sets a feedback gain smaller as the differential rotational speed of the engagement clutch is smaller. Perform the torque fluctuation suppression control by two-rotational speed feedback control,
After the said input rotation speed corresponds with the said synchronous rotation speed, the said engagement clutch is fastened, continuing the said 2nd rotation speed feedback control, The control apparatus of the automatic transmission characterized by the above-mentioned. The control apparatus for an automatic transmission according to claim 6,
The shift control means may be configured such that the second rotation speed after the input rotation speed of the engagement clutch coincides with the synchronous rotation speed or after the input rotation speed of the engagement clutch matches the synchronous rotation speed. A control apparatus for an automatic transmission, wherein a feedback gain in feedback control is set to a value at which a torque for compensating the second rotational speed feedback control is smaller than a synchronous torque by the rotational synchronization mechanism. In the automatic transmission control device according to any one of claims 1 to 7,
The shift control means sets a change in the input rotation speed of the engagement clutch until the engagement clutch is engaged after the input rotation speed of the engagement clutch matches the synchronous rotation speed at the next shift. A control device for an automatic transmission, characterized by being added to a synchronous rotational speed.