JP2021095030A - Vehicle shift control device - Google Patents

Abstract

To provide a vehicle shift control device capable of shortening shifting time of a shifting system mounted with a gear engagement mechanism.SOLUTION: A vehicle shift control device changes a gear ratio from a first gear ratio to a second gear ratio in a manner that: executes torque control to reduce torque to be input into a shifting system by reducing torque capacity of a gear engagement mechanism mounted on the shifting system to predetermined torque capacity with the gear engagement mechanism engaged and starts rotation speed control to change a rotation speed of a drive power source so that a differential rotation speed between an input rotation speed and an output rotation speed of another engagement mechanism mounted on the shifting system becomes equal to a predetermined differential rotation speed while executing the torque control (Step S4); disengages the gear engagement mechanism on the condition that the torque capacity of the engagement mechanism is reduced to the predetermined torque capacity (Step S5); and engages the other engagement mechanism on the condition that the differential rotation speed between the input rotation speed and the output rotation speed becomes equal to the predetermined differential rotation speed (Step S8).SELECTED DRAWING: Figure 2

Description

The present invention comprises a transmission mechanism configured to set a predetermined shift stage by selectively engaging a driving force source and a meshing type engagement mechanism, and torque transmitted from the driving force source to the transmission mechanism. It relates to a speed change control device of a vehicle provided with a friction type engaging mechanism whose capacity can be changed.

Patent Document 1 is configured such that an engine and a first motor are connected to a rear transmission mechanism via a friction type clutch mechanism, and the output torque of the rear transmission mechanism is transmitted to the rear wheels. Described is a vehicle control device configured such that a second motor transmits torque to the front wheels via a front shifting mechanism capable of switching between and a direct connection stage. Since this front transmission mechanism is configured to switch between the reduction stage and the direct connection stage by switching the rotating element to which the meshing type engagement mechanism engages, the driving force decreases during the shift transition period and the engagement occurs. In order to suppress a shock at the time, the control device described in Patent Document 1 is fronted after a predetermined period according to a predicted running condition or the like when the output torque of the engine is limited at the time of starting. It is determined whether or not there is a possibility of shifting the speed change mechanism, and if there is a possibility of shifting, a predetermined period without setting a shift stage set based on the current running condition. It is configured to set gears that may be set later. That is, it is configured to suppress a decrease in driving force and a shock due to the shift by controlling the front transmission mechanism so that the shift is not executed during traveling.

Patent Document 2 describes a power distribution mechanism in which an engine, a first motor, and an output member are connected so that they can rotate differentially, and a second motor is connected to a torque transmission path between the output member and a drive wheel. The hybrid vehicle that was used is listed. The second motor is connected to the drive wheels via a high gear pair having a relatively small gear ratio by engaging a friction type engaging mechanism, and is relative to the second motor by engaging a meshing type engaging mechanism. A transmission mechanism configured to be connected to the drive wheels via a low gear pair having a large gear ratio is connected. When shifting the torque transmission path between the second motor and the drive wheels from the path via the low gear pair to the path via the high gear pair, first, in order to maintain the driving force, a second is performed. The torque of the motor is reduced and the torque of the engine and the first motor is increased, and then the meshing type engaging mechanism is released, and then the number of rotations between the input element and the output element of the friction type engaging mechanism is increased. It is configured to control the rotation speed of the second motor so as to be synchronized, and then engage the friction type engaging mechanism.

JP-A-2019-181998 Japanese Unexamined Patent Publication No. 2010-188794

The meshing type engagement mechanism switches only two operating states, an engaging state in which the input element and the output element rotate integrally, and an open state in which torque transmission between the input element and the output element is cut off. It is not possible to select a so-called slip state in which a predetermined torque is transmitted while allowing the input element and the output element to rotate relative to each other. Further, in the meshing type engaging mechanism, a load acts on the meshing surface (contact surface) at the time of engagement. Therefore, when the meshing type engaging mechanism is released, the frictional resistance on the meshing surface is usually reduced. Will let you.

Therefore, a speed change mechanism configured to shift gears by engaging or disengaging a meshing type engagement mechanism generally receives torque input to the speed change mechanism as described in Patent Document 2. The step of lowering, the step of releasing the engaging engagement mechanism, and the difference rotation speed between the input element and the output element of the engagement mechanism to be engaged in order to set the shift stage after shifting are set to a predetermined rotation speed. The following steps and the step of engaging the engaging mechanism are performed in this order. Therefore, there is a possibility that the time from the time when the shift is requested until the shift is completed becomes long.

The present invention has been made by paying attention to the above technical problems, and an object of the present invention is to provide a speed change control device for a vehicle capable of shortening the speed change time of a speed change mechanism provided with a meshing type engagement mechanism. Is.

In order to achieve the above object, the present invention is provided in a driving force source, a driving wheel to which torque is transmitted from the driving force source, and a torque transmission path between the driving force source and the driving wheel. It is provided with a speed change mechanism capable of changing the gear ratio between the drive force source and the drive wheels, and an engagement mechanism capable of changing the torque capacity transmitted from the drive force source to the speed change mechanism. The speed change mechanism has a meshing type engaging mechanism and another engaging mechanism, and by engaging the meshing type engaging mechanism, the speed change ratio is set to the first speed change ratio, and the other speed change mechanism is set. By engaging the engaging mechanism, the driving force source, the shifting mechanism, and the engaging mechanism are controlled in the shift control device of the vehicle configured to set the gear ratio to the second gear ratio. A controller is provided, and the controller executes torque control for reducing the torque capacity of the engaging mechanism to a predetermined torque capacity in a state where the meshing type engaging mechanism is engaged, and also executes the torque control. While doing so, the rotation speed control for changing the rotation speed of the driving force source is performed so that the rotation speed difference between the input rotation speed and the output rotation speed of the other engaging mechanism becomes a predetermined rotation speed difference. The meshing type engagement mechanism is released on condition that the torque capacity of the engagement mechanism is reduced to the predetermined torque capacity, and the rotation of the input rotation speed and the output rotation speed of the other engagement mechanism is started. The other engaging mechanism is engaged on condition that the number difference becomes the predetermined rotation speed difference, and the gear ratio is changed from the first gear ratio to the second gear ratio. It is characterized by being present.

According to the present invention, torque control for reducing the torque capacity transmitted from the driving force source to the transmission mechanism to a predetermined torque capacity is executed in a state where the first gear ratio in which the meshing type engagement mechanism is engaged is set. Then, while the torque control is being executed, the rotation speed difference between the input rotation speed and the output rotation speed of the other engagement mechanism engaged to set the second gear ratio becomes the predetermined rotation speed difference. The rotation speed control for changing the rotation speed of the driving force source is started. That is, there is a period in which torque control and rotation speed control are executed in parallel. Therefore, when the torque capacity of the engaging mechanism decreases and the meshing type engaging mechanism is released, the difference in rotation speed between the input rotation speed and the output rotation speed of the other engaging mechanism becomes small. Therefore, it is possible to shorten the time required to match the input rotation speed and the output rotation speed of the other engaging mechanism. That is, the time from the time when the shift is requested to the completion of the shift can be shortened.

It is a schematic diagram for demonstrating an example of the vehicle in embodiment of this invention. It is a flowchart for demonstrating the control example of the shift control device of a vehicle in Embodiment of this invention. The input rotation speed and output rotation speed of the clutch mechanism when the control example shown in FIG. 2 is executed, the rotation speeds of the engine and the motor when the first forward speed stage is set, the transmission torque capacity of the clutch mechanism, and the clutch mechanism It is a time chart for explaining the change of the input torque and the output torque of a transmission mechanism.

FIG. 1 shows a schematic diagram for explaining an example of a vehicle according to an embodiment of the present invention. The vehicle 1 shown in FIG. 1 is a hybrid vehicle based on a front engine / rear wheel drive vehicle (FR vehicle), and includes an engine (Eng) 2 and a motor (MG) 3 as driving force sources. Specifically, the output shaft 4 of the engine 2 is arranged toward the rear of the vehicle 1, and the rotor of the motor 3 is integrated with the output shaft 4.

The engine 2 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine. In the case of a gasoline engine, the opening degree (intake air amount) of the throttle valve, the fuel injection amount, the ignition timing, and the like are electrically controlled. Therefore, the output torque and the number of revolutions of the engine 2 are controlled. In the case of a diesel engine, the fuel injection amount, fuel injection timing, valve opening in the EGR (Exhaust Gas Recirculation) system, etc. are electrically controlled to control the output torque and rotation speed of the engine 2. To.

The motor 3 is supplied with a function as a generator (power generation function) that converts at least a part of the power of the engine 2 into electric power by outputting braking torque so as to reduce the rotation speed of the engine 2. As a result, it has a function as an electric motor (electric function) that outputs a driving torque so as to increase the number of revolutions of the engine 2. That is, the motor 3 is a motor / generator having a power generation function, and is composed of, for example, an AC motor such as a permanent magnet type synchronous motor or an induction motor. By making the motor 3 function as a generator as described above, for example, when the clutch mechanism 6 described later is released, the engine 2 is suppressed from blowing up or the rotation speed of the engine 2 is reduced. Can be done. That is, the engine speed can be controlled by the motor 3.

A clutch mechanism 6 corresponding to the "engagement mechanism" in the embodiment of the present invention is provided on the output shaft 4 of the engine 2 or the output shaft 5 of the motor 3. The clutch mechanism 6 includes an engaged state in which the input element and the output element are integrally engaged so as to rotate, an released state in which torque transmission between the input element and the output element is cut off, and an input element and the output. It is composed of a friction type engagement mechanism that can set a slip state that transmits torque while the elements rotate relative to each other. In other words, the clutch mechanism 6 is configured so that the torque capacity for transmitting the output torque of the engine 2 and the motor 3 can be appropriately controlled.

Specifically, it has a friction plate 6a connected to the output shaft (rotor shaft) 5 of the motor 3 and a friction plate 6b connected to the input shaft 8 of the transmission mechanism 7 described later, and has a hydraulic pressure (not shown). The friction plates 6a and 6b are configured to engage with each other by supplying hydraulic pressure from the control device. Therefore, a contact pressure is generated in each of the friction plates 6a and 6b according to the supplied hydraulic pressure. Therefore, by controlling the hydraulic pressure, a transmission torque based on the contact pressure and the friction coefficient of the friction plates 6a and 6b is generated. The capacity can be controlled. The clutch mechanism 6 may be configured by a multi-plate clutch having a plurality of friction plates 6a and a plurality of friction plates 6b, and the plurality of friction plates 6a and the plurality of friction plates 6b are alternately arranged. Further, the clutch mechanism 6 may be configured so that the transmitted torque capacity can be changed by an electromagnetic actuator or the like.

A speed change mechanism (T / M) 7 capable of appropriately changing the ratio (gear ratio) between the input rotation speed and the output rotation speed is connected to the output side of the clutch mechanism 6. The transmission mechanism 7 is a stepped transmission capable of changing the gear ratio step by step, and has a plurality of meshing clutch mechanisms (hereinafter, referred to as a transmission clutch mechanism) 9, and the transmission clutches thereof. By engaging the speed change clutch mechanism 9 of at least one of the mechanisms 9, the speed change ratio is set according to the transmission path of the torque determined by the engaged speed change clutch mechanism 9. .. Further, by releasing all the speed change clutch mechanisms 9, the speed change mechanism 7 is configured to be able to set a neutral state in which torque transmission is cut off. Note that FIG. 1 shows only one speed change clutch mechanism 9 for convenience. The left and right rear wheels 13 are connected to the transmission mechanism 7 via a propeller shaft 10, a differential gear unit 11, and a pair of drive shafts 12.

An electronic control device (hereinafter referred to as an ECU) 14 for controlling the engine 2, the motor 3, the clutch mechanism 6, and the speed change clutch mechanism 9 is provided. The ECU 14 is mainly composed of a microcomputer, like a conventionally known electronic control device, and signals are input from various sensors provided in the vehicle 1, and the input signals and the input signals are combined with the ECU 14. A command signal is output to the engine 2, the motor 3, the clutch mechanism 6, the speed change clutch mechanism 9 (that is, the speed change mechanism 7), and the like based on a calculation formula and a map stored in advance, a control flow, and the like.

To give an example of the signal input to the ECU 14, the signal of the sensor 15 for detecting the output rotation speed of the engine 2 and the motor 3 (that is, the input rotation speed of the clutch mechanism 6) and the input rotation speed of the speed change mechanism 7 (that is, the input rotation speed). The signal of the sensor 16 for detecting the output rotation speed of the clutch mechanism 6), the signal of the sensor for detecting the vehicle speed, the signal of the accelerator opening sensor for detecting the accelerator operation amount (not shown), and the like.

Further, the map stored in the ECU 14 determines, for example, a driving force map for determining the required driving force based on the accelerator opening degree and the vehicle speed, and a shift stage to be set based on the required driving force and the vehicle speed. It is a shift map for.

Then, the speed change clutch mechanism 9 to be engaged is set so as to be the shift stage defined by the above shift map, and the engine 2 and the motor 3 are based on the shift control flow for engaging the shift clutch mechanism 9. It is configured to control the number of rotations, the transmission torque capacity of the clutch mechanism 6, and the like.

As described above, the speed change control device according to the embodiment of the present invention is between the drive force sources 2 and 3, the speed change mechanism 7 having the meshing type clutch mechanism 9, and the drive force sources 2 and 3 and the speed change mechanism 7. The vehicle 1 is provided with a clutch mechanism 6 capable of controlling the torque capacity to be transmitted, and is configured to shorten the shifting time of the shifting mechanism 7. A flowchart for explaining an example of the control is shown in FIG. In the example shown in FIG. 2, first, it is determined whether or not there is a shift instruction (step S1). This step S1 can be determined based on whether or not the shift stage determined based on the required driving force, the vehicle speed, and the shift map is different from the current shift stage. Alternatively, it may be determined whether or not the shift is required by the operation of the shift lever by the driver or the like.

If it is negatively determined in step S1 because there is no shift instruction, this routine is temporarily terminated as it is. On the contrary, when it is positively determined in step S1 due to the instruction of shifting, the transmission torque capacity of the clutch mechanism 6 is reduced to the extent that the clutch mechanism 6 slips (step S2). That is, the transmission torque capacity of the clutch mechanism 6 is lower than the total value of the output torques of the engine 2 and the motor 3. The transmission torque capacity of the clutch mechanism 6 at this time is a value larger than "0".

Then, it is determined whether or not the difference between the input rotation speed and the output rotation speed of the clutch mechanism 6 is equal to or greater than a predetermined difference (step S3). This step S3 is a step for determining whether or not the clutch mechanism 6 has slipped, and can be determined based on the detected values of the sensors 15 and 16 described above.

If the difference between the input rotation speed and the output rotation speed of the clutch mechanism 6 is less than a predetermined difference and is negatively determined in step S3, the transmission torque capacity of the clutch mechanism 6 is the transmission set in step S2. Since the torque capacity has not decreased, step S3 is repeatedly executed. On the contrary, when the difference between the input rotation speed and the output rotation speed of the clutch mechanism 6 is a predetermined difference or more and is positively determined in step S3, the rotation speed between the engine 2 and the motor 3 is determined. The speed change clutch that controls the rotation speed of the engine 2 and the motor 3 so that the rotation speed corresponds to the shift stage (gear ratio) set after the shift, and the transmission torque capacity of the clutch mechanism 6 is currently engaged. The torque is controlled so that the mechanism 9 can be released (step S4).

The rotation speed control between the engine 2 and the motor 3 is configured to perform PID control based on the deviation between the target rotation speed and the current rotation speed, etc., and controls the torque of the motor 3 to control the target rotation speed. The actual rotation speed may be made to follow, and for example, the engine torque such as changing the ignition timing of the engine 2 may be controlled to make the actual rotation speed follow the target rotation speed. Further, the control of the transmission torque capacity of the clutch mechanism 6 is configured to gradually reduce the torque to a level that can eliminate the meshing of the speed change clutch mechanism 9, such as the spring force of a return spring (not shown) or the load of the control actuator. The frictional force of the meshing surface based on the torque transmitted to the speed change clutch mechanism 9 is controlled to be lower than the load in the direction of releasing the speed change clutch mechanism 9.

Then, it is determined whether or not the transmission torque capacity of the clutch mechanism 6 has decreased to a predetermined value (step S5). In step S5, the torque input to the speed change mechanism 7 via the clutch mechanism 6, that is, the torque input to the engaged speed change clutch mechanism 9 can release the speed change clutch mechanism 9. This is a step to determine whether or not it has decreased. Therefore, the predetermined value in step S5 can be set to a transmission torque capacity in which the frictional force of the meshing surface becomes smaller than the load in the direction in which the speed change clutch mechanism 9 is released.

If a negative determination is made in step S5 because the transmission torque capacity of the clutch mechanism 6 has not decreased to a predetermined value, it means that the speed change clutch mechanism 9 has not been released, so the process returns to step S5. That is, step S5 is repeatedly executed until the speed change clutch mechanism 9 is released. On the contrary, when the transmission torque capacity of the clutch mechanism 6 has decreased to a predetermined value and a positive determination is made in step S5, the speed change clutch mechanism 9 is released. Therefore, following step S5, the transmission torque capacity of the clutch mechanism 6 is increased to the transmission torque capacity set in step S2 (step S6). That is, the torque control in step S4 is terminated.

In step S2 described above, since the output member of the clutch mechanism 6 is connected to the drive wheel 13 by engaging the speed change clutch mechanism 9, the output rotation speed of the clutch mechanism 6 is the drive wheel 13. The rotation speed is maintained according to the rotation speed and the gear ratio of the speed change mechanism 7. Therefore, if the transmission torque capacity of the clutch mechanism 6 is reduced in step S2, the difference between the input rotation speed and the output rotation speed of the clutch mechanism 6 increases. On the other hand, at the time of executing step S6, the resistance force acting on the output member of the clutch mechanism 6 is small because the speed change clutch mechanism 9 is released, and as a result, the transmission torque capacity of the clutch mechanism 6 is small in step S6. When the clutch mechanism 6 starts to increase, the output rotation speed starts to increase so that the difference between the input rotation speed and the output rotation speed of the clutch mechanism 6 becomes small. That is, it can be said that step S6 executes the synchronous control of the clutch mechanism 6. Since the engine 2 and the motor 3 are controlled with the input rotation speed of the speed change mechanism 7 as the target rotation speed after the shift, from step S6 onward, the output rotation speeds of the engine 2, the motor 3, and the clutch mechanism 6 are used. The output rotation speeds of the engine 2, the motor 3, and the clutch mechanism 6 are increased so that the difference from the target rotation speed is gradually reduced.

Then, it is determined whether or not the difference between the output rotation speed of the engine 2, the motor 3, and the clutch mechanism 6 (that is, the input rotation speed of the transmission mechanism 7) and the target rotation speed is equal to or less than a predetermined value (step S7). .. In step S7, is the difference between the input rotation speed and the output rotation speed of the speed change clutch mechanism 9 engaged for shifting equal to or less than the permissible rotation speed determined based on the shape of the speed change clutch mechanism 9 and the like? This is a step to determine whether or not. Therefore, if the difference between the input rotation speed of the speed change mechanism 7 and the target rotation speed is larger than the predetermined value and is negatively determined in step S7, step S7 is repeatedly executed until the difference becomes equal to or less than the predetermined value. To do.

On the contrary, when it is positively determined in step S7 that the difference between the input rotation speed of the transmission mechanism 7 and the target rotation speed is equal to or less than a predetermined value, the transmission clutch mechanism 9 is engaged to shift gears. (Step S8). As described above, the speed change clutch mechanism 9 can be engaged if the difference between the input rotation speed and the output rotation speed is equal to or less than the allowable rotation speed, and the meshing type clutch mechanism takes time to engage. Is longer than the friction clutch mechanism, and there is a high possibility that the difference between the input rotation speed and the output rotation speed will be large between the time when the engagement instruction is output and the time when the engagement is performed. When the speed change clutch mechanism 9 is engaged in such a state where there is a difference between the input rotation speed and the output rotation speed, the rotation speed of the speed change clutch mechanism 9 suddenly changes, and an inner shuttle torque corresponding to the rate of change of the rotation speed is generated. It acts on the clutch mechanism 6 and the clutch mechanism 6 may slip.

Therefore, following step S8, it is determined whether or not the difference between the input rotation speed and the output rotation speed of the clutch mechanism 6 is equal to or less than a predetermined value, that is, whether or not the clutch mechanism 6 is slipping (step). S9) If it is negatively determined in step S9 because the clutch mechanism 6 is slipping, the rotation speed control of the engine 2 and the motor 3 is continued (step S10), and the process returns to step S9. That is, the difference between the input rotation speed and the output rotation speed of the clutch mechanism 6 is predetermined so that the rotation speeds of the engine 2 and the motor 3 become the rotation speeds corresponding to the gear ratio of the transmission mechanism 7 and the vehicle speed. The rotation speed control is continued so that the value becomes less than or equal to the value.

On the contrary, when it is positively determined in step S9 that the clutch mechanism 6 is not slipping, the transmission torque capacity of the clutch mechanism 6 is increased so that the clutch mechanism 6 is completely engaged (step). S11), this routine is temporarily terminated. That is, even if the torque corresponding to the required driving force is output from the engine 2 and the motor 3, the transmitted torque capacity of the clutch mechanism 6 is increased to the extent that the clutch mechanism 6 does not slip.

FIG. 3 shows a speed change clutch mechanism 9 (hereinafter, first) that engages to set the first forward speed when shifting from the second forward speed to the first forward speed based on the control example described above. The stroke amount of the speed change clutch mechanism 9a), the stroke amount of the speed change clutch mechanism 9 (hereinafter referred to as the second speed change clutch mechanism 9b) that is engaged to set the second forward speed stage, and the engagement of the clutch mechanism 6. The presence / absence of, the presence / absence of engagement of the first speed change clutch mechanism 9a, the presence / absence of engagement of the second speed change clutch mechanism 9b, the input rotation speed and output rotation speed of the clutch mechanism 6, and the engine when the forward first speed stage is set. It is a time chart for demonstrating the change of the rotation speed of 2 and a motor 3, the transmission torque capacity of a clutch mechanism 6, the torque input to a clutch mechanism 6, and the output torque of a speed change mechanism 7.

In FIG. 3, the stroke amount of the second speed change clutch mechanism 9b is shown by a solid line, the stroke amount of the first speed change clutch mechanism is shown by a broken line, the state of actual engagement of the clutch mechanism 6, and the state of the first speed change clutch. The state of the actual engagement of the mechanism 9a and the state of the actual engagement of the second speed change clutch mechanism 9b are shown by solid lines, the instruction signal of the presence / absence of the engagement of the clutch mechanism 6 and the first speed change clutch mechanism 9a. The instruction signal for the presence / absence of engagement and the instruction signal for the presence / absence of engagement of the second speed change clutch mechanism 9b are indicated by broken lines, the input rotation speed of the clutch mechanism 6 is indicated by a solid line, and the output rotation speed of the clutch mechanism 6 is indicated by a broken line. Shown, the rotation speeds of the engine 2 and the motor 3 when the first forward speed is set are shown by a single point chain line, the torque input to the clutch mechanism 6 is shown by a solid line, and the transmitted torque capacity of the clutch mechanism 6 is shown by a broken line. , The output torque of the clutch mechanism 6 is shown by a one-point chain line. Further, here, a state in which the input rotation speed and the output rotation speed of the clutch mechanism 6 do not match, that is, a released state in which torque transmission is completely cut off, and a part of the input torque according to the transmission torque capacity are shown. It is shown as an open state, including the slip state to be transmitted.

In the example shown in FIG. 3, at the time of t0, the second speed change clutch mechanism 9b is engaged and the first speed change clutch mechanism 9a is released because the second forward speed stage is set. Further, the input rotation speed and the output rotation speed of the clutch mechanism 6 are rotation speeds based on the vehicle speed and the gear ratio of the second forward speed stage, and in the example shown here, they are gradually increasing. Further, the torque input to the clutch mechanism 6 and the output torque of the transmission mechanism 7 are kept substantially constant. The transmission torque capacity of the clutch mechanism 6 is maintained at the maximum value.

When a downshift to the first forward speed stage is requested at the time of t1, an instruction signal is first output to the clutch mechanism 6 so that the transmission torque capacity is reduced to the extent that the clutch mechanism 6 slips. That is, the transmission torque capacity of the clutch mechanism 6 is reduced to be equal to or less than the input torque of the clutch mechanism 6, which is the total value of the output torques of the engine 2 and the motor 3. As a result, at the time of t1, the transmission torque capacity of the clutch mechanism 6 begins to decrease, and at the time of t2, the transmission torque capacity of the clutch mechanism 6 decreases below the input torque of the clutch mechanism 6.

At t3, which is temporarily delayed from t2, the clutch mechanism 6 slips, in other words, the difference between the input rotation speed and the output rotation speed of the clutch mechanism 6 becomes a predetermined value or more, so that the engine 2 and the motor In No. 3, the rotation speed is controlled with the rotation speed based on the gear ratio of the first forward speed and the vehicle speed as the target rotation speed, and the transmission torque capacity of the clutch mechanism 6 is lowered in order to release the second gear shift clutch mechanism 9b. Be done.

In the example shown in FIG. 3, since the input rotation speed of the clutch mechanism 6 is higher than the rotation speed when the forward first speed stage is set at t3, the input rotation speed of the clutch mechanism 6 is reduced. As described above, the torque of the engine 2 and the motor 3 is reduced, and then the rotation speed (hereinafter referred to as the target rotation speed) when the forward first speed stage is set gradually increases, so that the clutch mechanism 6 When the input rotation speed becomes lower than the target rotation speed, the torques of the engine 2 and the motor 3 are increased, and the input rotation speed of the clutch mechanism 6 is increased so as to follow the target rotation speed. There is. Therefore, after the time t3, the clutch mechanism 6 is temporarily engaged with the torque of the engine 2 and the motor 3 temporarily reduced, and then slips.

Further, after the time t3, the transmission torque capacity of the clutch mechanism 6 is reduced in order to release the second speed change clutch mechanism 9b. Along with this, the output torque of the transmission mechanism 7 is reduced. From the time t3, the control for reducing the rotation speed difference between the input rotation speed and the output rotation speed of the first speed change clutch mechanism 9a in order to engage the first speed change clutch mechanism 9a, and the second speed change clutch mechanism 9b In FIG. 3, an instruction signal for engaging the first shift clutch mechanism 9a is output to release the second shift clutch mechanism 9b because it can be said that the control for lowering the input torque is executed in order to release the first shift clutch mechanism 9a. An instruction signal is output.

When the transmission torque capacity of the clutch mechanism 6 drops to a predetermined value (at the time of t4), the second speed change clutch mechanism 9b begins to be released, and as a result, the second speed change clutch mechanism 9b is released at the time of t5. When the transmission torque capacity of the clutch mechanism 6 decreases to a predetermined value as described above, it is positively determined in step S5, so that the transmission torque capacity of the clutch mechanism 6 is increased almost at the same time as the time t5. Further, when the second speed change clutch mechanism 9b is released and the resistance force on the output side of the clutch mechanism 6 decreases, the slip amount of the clutch mechanism 6 decreases, and the output rotation speed of the clutch mechanism 6 begins to increase sharply. .. Therefore, as the inner shuttle torque of the rotating member connected to the output side of the clutch mechanism 6 increases, the rate of increase in the input rotation speed of the clutch mechanism 6 temporarily decreases, in other words, the deviation from the target rotation speed increases. growing. Therefore, at t5, the torque of the engine 2 and the motor 3 is increased.

In the example shown in FIG. 3, after t5, the torque of the engine 2 and the motor 3 is increased or decreased due to the input rotation speed of the clutch mechanism 6 overshooting the target rotation speed, and the clutch mechanism 6 is temporarily stopped. Are engaged. Then, when the input rotation speed of the clutch mechanism 6 reaches the rotation speed when the forward first shift stage is set (at t6), the first shift clutch mechanism 9a starts to engage, and at t7, the first shift clutch mechanism The engagement of 9a is completed.

In the example shown here, since the first speed change clutch mechanism 9a is engaged in a state where the input speed of the first speed change clutch mechanism 9a is higher than the output speed, the first speed change clutch mechanism 9a is engaged. At the time of t7, the output rotation speed of the clutch mechanism 6 drops sharply, and as a result, the inner shuttle torque of the rotating member on the output side of the clutch mechanism 6 is output from the speed change mechanism 7. Further, at the time of t7, the output rotation speed of the clutch mechanism 6 suddenly decreases, so that the clutch mechanism 6 is slipping. Therefore, the rotation speed control of the engine 2 and the motor 3 is continued.

In the rotation speed control of the engine 2 and the motor 3 after the time t7, the output rotation speed of the clutch mechanism 6 is lower than the input rotation speed, so that the rotation speed of the engine 2 and the motor 3 is reduced. The friction torque of the clutch mechanism 6 acts. Therefore, in order to suppress a sudden decrease in the rotation speed of the engine 2 and the motor 3 and to suppress a decrease in the driving force, the torque of the clutch mechanism 6 is increased to about the transmission torque capacity of the clutch mechanism 6. Has been maintained. Then, at t8, the transmission torque capacity of the clutch mechanism 6 is increased to the maximum value by matching the input rotation speed and the output rotation speed of the clutch mechanism 6.

As described above, the engine 2 and the motor are controlled to reduce the torque transmitted to the shift clutch mechanism 9 which is released at the time of shifting by slipping the clutch mechanism 6, and to the rotation speed according to the gear ratio set after shifting. By executing the control for changing the rotation speed of 3 in parallel, when the speed change clutch mechanism 9 is released, the rotation speed of the engine 2 and the motor 3 and the rotation speed according to the gear ratio set after the shift are changed. In other words, the difference between the input rotation speed and the output rotation speed of the speed change clutch mechanism 9 engaged to set the shift stage after the shift is small. Therefore, it is possible to shorten the time required to match the input rotation speed and the output rotation speed of the speed change clutch mechanism 9. That is, the time from the time when the shift is requested to the completion of the shift can be shortened.

Further, by engaging the shift clutch mechanism 9 for setting the shift stage after shifting with the clutch mechanism 6 slipped, for example, the power-on that downshifts as the accelerator operation amount increases. At the time of downshifting, torque is output from the engine 2 and the motor 3 so as to increase the input rotation speed of the clutch mechanism 6 while the shift clutch mechanism 9 that sets the shift stage before the shift is engaged. Of the torque, the torque corresponding to the transmission torque capacity of the clutch mechanism 6 is transmitted to the drive wheels, and as a result, a decrease in the driving force in the shift transition period can be suppressed. Alternatively, in the case of a power-off upshift that upshifts as the accelerator operation amount decreases, the torque of the engine 2 and the motor 3 is reduced or braking so as to reduce the input rotation speed of the clutch mechanism 6. Since the torque is output, the torque corresponding to the transmission torque capacity of the clutch mechanism 6 is transmitted to the drive wheels, and as a result, the driving force can be reduced during the shift transition period.

The vehicle according to the embodiment of the present invention may be a vehicle provided with only one of an engine and a motor as a driving force source, or in addition to the configuration shown in FIG. 1, torque can be transmitted to the front wheels. It may be a vehicle equipped with another motor connected to. In the case of a vehicle equipped with another motor, in order to suppress a decrease in driving force during the shifting transition period, the amount of change in driving force generated in the rear wheels during the shifting transition period is obtained, and the amount of change is calculated. By changing the torque of the front wheels, it is possible to suppress changes in the driving force of the entire vehicle.

Further, the shift control device according to the embodiment of the present invention may shift gears by releasing the meshing type engaging mechanism and engaging with another engaging mechanism. For example, the second forward speed stage A speed change mechanism configured to engage a meshing type engagement mechanism to set the above speed and a friction type engagement mechanism to set the first forward speed stage may be targeted. That is, in the example shown in FIG. 3, the first speed change clutch mechanism 9a may be configured by a friction type clutch mechanism.

Further, in the control example described above, first, the transmission torque capacity of the clutch mechanism 6 is reduced to the extent that the clutch mechanism 6 slips, and after confirming that the clutch mechanism 6 has slipped, the number of rotations between the engine 2 and the motor 3 It is configured to execute control and torque control of the clutch mechanism 6, but for example, when a shift instruction is given, the shift clutch does not include a step of confirming that the clutch mechanism 6 has slipped. The transmission torque capacity of the clutch mechanism 6 is started to be reduced to the extent that the mechanism 9 is released, and the rotation speed control between the engine 2 and the motor is executed while the transmission torque capacity of the clutch mechanism 6 is being reduced. You may.

Further, in the case of the speed change mechanism 7 configured to generate a load for releasing the speed change clutch mechanism 9 by an actuator or the like, following step S5 in FIG. 2, a step of releasing the speed change clutch mechanism 9 and a speed change The step of confirming that the clutch mechanism 9 has been released may be executed, and then the transmission torque capacity of the clutch mechanism 6 may be increased.

1 Vehicle 2 Engine 3 Motor 6 Clutch mechanism 7 Speed change mechanism 9 (9a, 9b) Speed change clutch mechanism 13 Rear wheel 14 Electronic control unit (ECU)

Claims (1)

A driving force source, a driving wheel to which torque is transmitted from the driving force source, and a torque transmission path between the driving force source and the driving wheel, and the driving force source and the driving wheel are provided. It is provided with a transmission mechanism capable of changing the gear ratio between the two, and an engagement mechanism capable of changing the torque capacity transmitted from the driving force source to the transmission mechanism.
The transmission mechanism has a meshing type engagement mechanism and another engagement mechanism, and by engaging the meshing type engagement mechanism, the gear ratio is set to the first gear ratio, and the other In a vehicle shift control device configured to set the gear ratio to the second gear ratio by engaging the engagement mechanism of
A controller for controlling the driving force source, the transmission mechanism, and the engagement mechanism is provided.
The controller
While the meshing type engaging mechanism is engaged, torque control for reducing the torque capacity of the engaging mechanism to a predetermined torque capacity is executed, and while the torque control is being executed, the other The rotation speed control for changing the rotation speed of the driving force source is started so that the rotation speed difference between the input rotation speed and the output rotation speed of the engaging mechanism of the above is a predetermined rotation speed difference.
The meshing type engaging mechanism is released on condition that the torque capacity of the engaging mechanism is reduced to the predetermined torque capacity.
The other engaging mechanism is engaged on condition that the difference in rotation speed between the input rotation speed and the output rotation speed of the other engaging mechanism becomes the predetermined rotation speed difference, and the gear ratio is set to the first gear ratio. A vehicle shift control device characterized in that it is configured to change from one gear ratio to the second gear ratio.

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