JP3953050B2 - Shift control device - Google Patents

Description

  The present invention relates to a transmission that includes an electric motor and that transmits an output of an internal combustion engine via a clutch.

  In recent years, so-called hybrid vehicles have been put into practical use in which driving wheels of a vehicle are driven using an internal combustion engine and an electric motor. In such a hybrid vehicle, in order to improve the transmission efficiency of the output of the internal combustion engine, a vehicle equipped with a drive device that uses a so-called manual transmission to control the engagement / disengagement of the clutch by a computer is being put into practical use. In such a vehicle, a feeling of deceleration (so-called torque loss) is generated by releasing the clutch at the time of shifting, giving the driver a feeling of strangeness. Thereby, there is a problem of giving a sense of incongruity. In order to solve such a problem, Patent Document 1 discloses a technique for suppressing the driving torque from being released due to the release of the clutch by assisting the driving torque with an electric motor at the time of shifting.

Japanese Patent Laid-Open No. 11-69509

By the way, since the technology disclosed in Patent Document 1 does not consider the change with time of the clutch, it is insufficient for the torque loss at the time of shifting due to such change with time. Further, in the drive device as described above, the output torque of the internal combustion engine is reduced even before the clutch is completely released in order to shift smoothly, so the technique disclosed in Patent Document 1 is caused by this torque reduction. It is impossible to suppress the feeling of deceleration. Therefore, the present invention has been made in view of the above, and is capable of suppressing torque loss at the time of shifting even when the clutch changes with time, and at least of suppressing torque loss before completely releasing the clutch. and to provide a shift control equipment that one can achieve.

  In order to solve the above-described problems and achieve the object, a shift control apparatus according to the present invention includes a transmission capable of shifting and outputting an output of an internal combustion engine input via a clutch, and an output of the transmission And a motor that transmits a driving force to a shaft, and controls an assist torque corresponding to a deviation between a required torque for the internal combustion engine and an output torque of the internal combustion engine. A motor assist control unit to be generated; a clutch slip detection unit that detects whether or not slippage has occurred in the clutch during a shift operation; and if slippage has occurred in the clutch during a shift operation, An assist torque correction unit that corrects the assist torque using a correction torque value corresponding to the output torque of the internal combustion engine that is lost due to slipping. Is the fact characterized.

  In the shift control apparatus according to the next aspect of the present invention, in the shift control apparatus, the clutch slip detection unit has a rotational speed difference between the output shaft of the internal combustion engine and the input shaft of the transmission larger than a predetermined reference value. In this case, it is determined that slip has occurred in the clutch, and the motor assist control unit determines the correction torque value in accordance with the rotational speed difference.

  In the transmission control device according to the next aspect of the present invention, in the transmission control device, the clutch slip detection unit may be configured to release the clutch engagement before the period when the clutch engagement is completely released or the clutch engagement is completely released. It is characterized in that it is detected whether or not slippage has occurred in the clutch in at least one period after the period.

  A shift control method according to the present invention is a drive comprising a transmission capable of shifting and outputting an output of an internal combustion engine input via a clutch, and an electric motor that transmits a driving force to an output shaft of the transmission. In controlling the gear shift of the device, at the time of gear shift, a procedure for determining an assist torque corresponding to a deviation between a required torque for the internal combustion engine and an output torque of the internal combustion engine, and slippage occurred in the clutch during the gear shift operation. And the assist torque using a correction torque value corresponding to the output torque of the internal combustion engine that is lost due to slippage of the clutch when slippage occurs in the clutch during a shift operation. And a procedure for generating the determined assist torque or the corrected assist torque from the electric motor during the shift operation. To.

  A drive device according to the present invention is provided between a transmission capable of shifting and outputting an output of an internal combustion engine, and interposed between the internal combustion engine and the transmission, and the output of the internal combustion engine to the transmission. A driving force is transmitted to the intermittent clutch and the output shaft of the transmission, and at the time of shifting, an assist torque corresponding to a deviation between a required torque for the internal combustion engine and an output torque of the internal combustion engine is generated to perform a shift operation. An electric motor that generates the assist torque corrected using a correction torque value corresponding to the output torque of the internal combustion engine that is lost due to slippage of the clutch when slipping occurs in the clutch. It is characterized by being configured.

Shift control equipment according to the present invention, an effect that the clutch can be suppressed torque loss in the gear shifting even when the change over time. Further, the shift control equipment according to the present invention can prevent the loss torque before completely releasing the clutch.

  Hereinafter, the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by the Example demonstrated below. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same. Further, the present invention can be suitably applied to a drive device including a supercharger, and is particularly preferable for a drive device mounted on a vehicle such as a passenger car, a bus, or a truck.

  The shift control device, the shift control method, and the drive device according to this embodiment are characterized by the following points. That is, at the time of shifting, an assist torque corresponding to the deviation between the required torque for the internal combustion engine and the output torque of the internal combustion engine is generated in the electric motor provided in the transmission. Then, when slippage occurs in the clutch during the shift operation, the assist torque corrected using the correction torque value corresponding to the output torque of the internal combustion engine lost due to slippage of the clutch is generated in the electric motor. .

  FIG. 1 is an explanatory view showing a vehicle according to this embodiment. The vehicle 100 includes an internal combustion engine 1, an M / G (Motor / Generator) 50 that functions as an electric motor, a generator 51 that is a power generation means, a transmission 20, and a hybrid ECU (Electronic Control Unit) 30. . The M / G 50 functions as an electric motor and also functions as a generator. The generator 51 can also be used to assist the internal combustion engine 1 by functioning as an electric motor in addition to exhibiting a power generation function.

  A shift control apparatus according to this embodiment is incorporated in the hybrid ECU 30. The drive system of the vehicle 100 is a so-called FF (Front engine Front drive), and the internal combustion engine 1, M / G 50, and transmission 20 are mounted on the front portion to drive the front wheels. To do. The drive system of the vehicle according to the first embodiment is not limited to FF, and FR (Front engine Rear Drive), four-wheel drive, and other general drive systems can be applied.

The driving force of the internal combustion engine 1 or the M / G 50 is transmitted to the drive wheels 7d ₁ and 7d _{2 of} the vehicle 100 via the transmission 20. Drive wheels 7 d ₁ and 7 d ₂ are front wheels of vehicle 100. The rear wheels 7f ₁ and 7f ₂ of the vehicle 100 are driven wheels and roll freely as the vehicle 100 travels. The vehicle 100 is provided with an accelerator pedal 61 for controlling the driving force of the internal combustion engine 1 or the M / G 50. The opening information of the accelerator pedal 61 is taken into the hybrid ECU 30 by the accelerator opening sensor 41 and used for output control of the internal combustion engine 1 and the M / G 50. Further, the vehicle 100 is provided with a shift lever 62 that selects a gear position of the transmission 20 or selects a gear shift mode. The operation of the shift lever 62 is detected by the shift sensor 43 and used for normal shift control of the transmission 20 and shift control according to this embodiment. The shift sensor 43 is used to detect which position the shift lever 62 is currently in and which shift position is selected.

FIG. 2 is an explanatory diagram showing details of the drive device according to this embodiment. FIG. 3 is an explanatory diagram showing an outline of a control system for the drive device provided in the vehicle according to this embodiment. In this embodiment, the operation of the internal combustion engine 1 and the M / G 50, the shift of the transmission 20, the power generation control of the generator 51, and the like are controlled by the hybrid ECU 30. The outputs of the internal combustion engine 1 and the M / G 50 are transmitted to the drive wheels 7d ₁ and 7d ₂ via the differential gear 24fg after the rotational speed is changed by the transmission 20 and the torque is increased.

  As shown in FIG. 2, the drive device 200 according to this embodiment includes a transmission 20, a clutch 4, and an M / G 50 that is an electric motor. The transmission 20 according to this embodiment is connected to the internal combustion engine 1 via a clutch 4. The clutch 4 is actuated by the clutch control actuator 5, and the output of the internal combustion engine 1 is intermittently connected to the transmission 20. The stroke due to the operation of the clutch control actuator 5 is detected by the clutch stroke sensor 40, and the signal detected thereby is taken into the hybrid ECU 30 and used for controlling the engagement state of the clutch 4. Here, the clutch control actuator 5 functions as a clutch control means for adjusting the engagement state of the clutch 4.

As shown in FIG. 2, the transmission 20 according to this embodiment is based on a so-called manual transmission, and an actuator performs a shift operation performed by a driver in the manual transmission. As shown in FIG. 2, in this transmission 20, the selection actuator 8 _R and the shift actuator 8 _L select and operate necessary ones from the synchronizers (hereinafter referred to as “synchronizers”) 23 ₁ to 23 _3. Is done. The operations of the select actuator 8 _R and the shift actuator 8 _L are detected by the stroke sensors 42 _R and 42 _L and used for positioning when the actuator is operated. Further, by the stroke sensor 42 _R, 42 _L, it is possible to grasp synchro is selected, and its position can also function the stroke sensor 42 _R, 42 _L as a shift position sensor. The transmission 20 has five forward speeds and one reverse speed.

With the above configuration, in the transmission 20 according to this embodiment, the clutch 4 is operated based on a shift schedule determined in advance by the hybrid ECU 30 and the shift stage of the transmission 20 is selected. Can be down. Further, when the driver manually operates the shift lever 62, the clutch control actuator 5 automatically connects / disconnects the clutch 4, and the shift actuator _8L or the like shifts to shift up according to the driver's intention. You can also go down. In either case, the driver's clutch operation becomes unnecessary.

The output of the internal combustion engine 1 input to the transmission 20 via the clutch 4 is decelerated by a reduction gear attached to the input shaft 21 and the output shaft 22 and transmitted to the differential gear 24fg. The differential gear 24fg transmits power to the drive wheels 7d ₁ and 7d ₂ . The internal combustion engine 1 is driven by the fuel in the fuel tank 2 supplied by the feed pump 3.

  Here, the internal combustion engine 1 may be either a reciprocating type or a rotary type. In the case of the reciprocating type, the number of cylinders and the cylinder arrangement are not limited. Moreover, any of a spark ignition type and a diesel type internal combustion engine may be used. Further, in the case of a spark ignition type internal combustion engine, a so-called direct injection internal combustion engine that directly injects fuel into a combustion chamber, a port injection internal combustion engine that injects fuel into an intake port, or an internal combustion engine that uses both in combination. Good. The internal combustion engine 1 may include a supercharger.

An M / G 50 is connected to the output shaft 22 of the transmission 20 via a gear. Accordingly, the M / G 50 can be used as an auxiliary power source for the internal combustion engine 1, and the drive wheels 7d ₁ and 7d ₂ can be driven using the M / G 50. In addition, when the vehicle 100 is decelerated, power can be regenerated from the M / G 50 to the battery 54 by causing the M / G 50 to function as a generator.

The M / G 50 is connected to the M / G inverter 52, and thereby the driving state and the power generation state of the M / G 50 are controlled. Further, the regenerative power generated by the M / G 50 is charged to the battery 54 via the M / G inverter 52. Here, when the M / G 50 is used as an auxiliary for the internal combustion engine 1, the drive wheels 7d ₁ and 7d ₂ may require a large drive torque, for example, when the vehicle 100 starts, accelerates, or climbs. can give. Further, when the transmission 20 is shifted, the output of the internal combustion engine 1 is cut off by the clutch 4, which causes a so-called torque loss in which the driving force transmitted to the drive wheels 7 d ₁ and 7 d ₂ becomes almost zero. The driver feels slowing down. For this reason, at the time of shifting, the driving force can be applied to the drive wheels 7d ₁ and 7d ₂ by the M / G 50, and torque loss at the time of shifting can be suppressed.

  The M / G 50 is connected to a battery 54 as a power source via an M / G inverter 52. As the M / G 50, for example, an AC synchronous motor (permanent magnet type synchronous motor) or the like can be used. The battery 54 is a direct current power source and is converted into a three-phase alternating current by the M / G inverter 52. The M / G 50 is driven by this three-phase alternating current. When the vehicle 100 is in operation, the M / G 50 is driven by a three-phase alternating current whose output current value, output voltage, frequency, and the like are changed by the M / G inverter 52 according to a command from the hybrid ECU 30. Further, when the vehicle 100 stops on a slope, the vehicle can be stopped on the slope by generating a torque corresponding to the force of the vehicle 100 going down the slope in the M / G 50.

M / G50 also functions as a generator. For example, when the vehicle 100 is decelerated, the M / G 50 is driven by the drive wheels 7d ₁ and 7d ₂ . Thereby, the M / G 50 can convert the kinetic energy of the vehicle 100 into electric energy and store it in the battery 54. Moreover, since the kinetic power of the vehicle 100 is consumed by converting the kinetic energy of the vehicle 100 into electric energy (regeneration of electric power), the speed of the vehicle 100 can be reduced. This is called regenerative braking. The electrical energy generated by the regenerative brake at the M / G 50 is a three-phase alternating current, and is converted to a direct current by the M / G inverter 52 and then stored in the battery 54. The battery 54 is a storage battery capable of repeating a charge / discharge cycle. For example, a nickel hydrogen battery, a lead storage battery, a lithium polymer battery, or the like can be used.

  A generator 51 is attached to the crankshaft 6 of the internal combustion engine 1 included in the drive device 200 according to this embodiment, and is driven by the internal combustion engine 1 to generate electric power. The generated electric power is used for charging the battery 54 and driving the M / G 50. As this generator 51, for example, an AC synchronous generator can be used. The generator 51 is connected to a generator inverter 53. Then, the electric power generated by the generator 51 is converted from three-phase AC to DC by the generator inverter 53 and charged to the battery 54, or the M / G 50 is driven via the M / G inverter 52. To do.

The vehicle according to this embodiment (1) mode in which the power of the internal combustion engine 1 is mechanically transmitted to the drive wheels 7d ₁ and 7d ₂ and (2) the generator 51 is driven by the internal combustion engine 1 to generate electric power. The vehicle can travel in three modes: a mode in which the vehicle travels at M / G50, and a mode in which the internal combustion engine 1 is stopped and the vehicle travels at M / G50. The hybrid ECU 30 mounted on the vehicle 100 uses the above three driving modes properly so that the fuel consumption is minimized using the traveling state of the vehicle 100, the state of charge (SOF) of the battery 54, and the like as judgment materials. To control.

  Next, the clutch provided in the drive device 200 according to the first embodiment will be described. 4A and 4B are cross-sectional views illustrating the clutch according to this embodiment. FIGS. 4-3 is explanatory drawing which shows operation | movement of the release fork of the clutch which concerns on this Example. FIG. 4A shows a state where the clutch 4 is engaged, and FIG. 4B shows a state where the clutch is released.

  The clutch 4 presses the flywheel 4f and the clutch disc 4d with a diaphragm spring 4s through a pressure plate 4pp. Thereby, the flywheel 4f and the clutch disk 4d are engaged. Further, when the release bearing 4rb is pushed in the direction of the clutch disk 4d, the pressing force of the spring 4s is relaxed, so that the flywheel 4f and the clutch disk 4d are released. The flywheel 4 f is attached to the crankshaft of the internal combustion engine 1, and the clutch disk 4 d is attached to the input shaft 21 of the transmission 20. For this reason, the output of the internal combustion engine 1 can be transmitted to and blocked from the transmission 20 by engaging and releasing the flywheel 4f and the clutch disk 4d. Here, the engagement and release of the flywheel 4f and the clutch disc 4d are synonymous with the engagement and release of the engagement of the clutch 4.

  When engaging and releasing the flywheel 4f and the clutch disk 4d, it is necessary to operate the release bearing 4rb in the axial direction of the input shaft 21. If the force that presses the release bearing 4rb toward the clutch disk 4d is released, the flywheel 4f and the clutch disk 4d can be engaged by the repulsive force of the spring 4s. The release bearing 4rb moves to the clutch disk 4d side by moving the action point 4ap of the release fork 4rf to the clutch disk 4d side. Thereby, since the pressing force of the spring 4s is relieved, the flywheel 4f and the clutch disc 4d can be released. Thus, by operating the action point 4ap of the release fork 4rf, the flywheel 4f and the clutch disc 4d can be engaged and released.

  In this embodiment, the release fork 4rf is operated by the clutch control actuator 5. As shown in FIGS. 4-1 and 4-2, the rotational force of the clutch control actuator 5 is reciprocated linearly by a worm gear 5wg attached to the actuator 5 and a pinion gear 5pg and a rack gear 5rg attached to the push shaft 5s. Is converted to When the clutch control actuator 5 rotates in response to a command from the hybrid ECU 30, this rotational force is transmitted to the worm gear 5wg to rotate the pinion gear 5pg. Since the rotational movement of the pinion gear 5pg is converted into a reciprocating linear movement by the rack gear 5rg attached to the push shaft 5s, the release fork 4rf can be rotated about the fulcrum 4sp by the push shaft 5s. The rotational motion of the clutch control actuator 5 may be converted into a reciprocating linear motion by means such as a screw or a ball screw.

  The stroke x of the push shaft 5s (see FIG. 4-3) is detected by the clutch stroke sensor 40. The stroke x of the push shaft 5 s can be adjusted by controlling the rotation speed of the clutch control actuator 5 based on information from the clutch stroke sensor 40. As a result, the clutch control actuator 5 can realize a state where the clutch 4 is completely disengaged and a state where the clutch 4 is completely engaged, and in addition, the intermediate state between the two (so-called half-clutch state) is stepless. Can be adjusted. As a result, the so-called half-clutch state can be controlled steplessly to change the torque capacity that can be transmitted by the clutch 4. That is, the torque transmitted from the internal combustion engine 1 to the transmission 20 can be changed.

  Thus, the clutch 4 included in the driving device 200 according to this embodiment is operated by the clutch control actuator 5. The clutch control actuator 5 is connected to the hybrid ECU 30 and operates according to a command from here to control the engagement / disengagement of the clutch 4 and the state of the half-clutch. Further, the clutch control actuator 5 controls the degree of the half-clutch, so that the torque capacity that can be transmitted by the clutch 4 can always be kept larger than the output torque of the internal combustion engine 1 when the transmission 20 is shifted. Thus, at the time of shifting, in order to suppress the clutch disengagement by assisting the driving force with the M / G 50, it is only necessary to correct the gear ratio to the difference between the driver's required torque and the current torque of the internal combustion engine. Thus, torque loss during shifting can be sufficiently suppressed.

  FIG. 5 is an explanatory diagram showing the configuration of the shift control apparatus according to this embodiment. Here, the shift control method according to this embodiment can be realized by the shift control apparatus 10 according to this embodiment. The shift control device 10 is configured to be incorporated in the hybrid ECU 30. Note that the shift control device 10 according to this embodiment may be prepared separately from the hybrid ECU 30 and connected to the hybrid ECU 30. In realizing the shift control method according to this embodiment, the shift control device 10 may be configured to use control functions of the internal combustion engine 1 and the transmission 20 provided in the hybrid ECU 30.

  The shift control device 10 includes an electric motor assist control unit 11, a clutch slip detection unit 12, and an assist torque correction unit 13. These are the parts that execute the shift control method according to this embodiment. The electric motor assist control unit 11, the clutch slip detection unit 12, and the assist torque correction unit 13 are connected via an input / output port (I / O) 39 of the hybrid ECU 30. Thus, the motor assist control unit 11, the clutch slip detection unit 12, and the assist torque correction unit 13 are configured to exchange data in both directions. In addition, you may comprise so that data may be transmitted / received in one direction as needed on an apparatus structure (the following is the same).

  The hybrid ECU 30 controls the operation of the internal combustion engine 1, the M / G 50, etc., and monitors and considers the state of charge of the battery 54 to control the drive device 200 of the vehicle 100 overall. The processing unit 30p determines the necessary output of the internal combustion engine 1 and the torque of the M / G 50 from the accelerator opening sensor attached to the accelerator of the vehicle 100 and the shift position, and controls the driving force. The internal combustion engine control unit 31 determines the fuel injection timing and the fuel injection amount of the internal combustion engine 1 according to the internal combustion engine output request value from the processing unit 30p, and injects fuel from the fuel injection valve.

  Further, the internal combustion engine control unit 31 corrects the fuel injection amount and controls the supercharging pressure based on the intake air temperature, the cooling water temperature of the internal combustion engine 1 and the like. The shift control unit 32 controls the shift timing of the transmission 20 and the engagement of the clutch 4. The electric motor control unit 33 controls the M / G 50 through the M / G inverter 52 in accordance with the drive request value from the processing unit 30p. The battery monitoring unit 34 monitors the charge state of the battery 54. Further, the generator control unit 35 controls the generator 51 via the generator inverter 53 based on an operation mode switching command, a battery charging command, and the like from the processing unit 30p.

  As shown in FIG. 5, the shift control device 10, the processing unit 30 p, the storage unit 30 m, the internal combustion engine control unit 31, and the like are connected via an input / output port (I / O) 39 provided in the hybrid ECU 30. Data can be exchanged between them. As a result, the shift control device 10 acquires the load of the internal combustion engine 1 and the like, the engine speed, and other shift control data included in the hybrid ECU 30, or interrupts the control of the shift control device 10 into the control routine of the hybrid ECU 30. Can do. Further, when a control program or a control map stored in the storage unit 30m is used, or when learning control is performed, a learning value can be stored in the storage unit 30m.

The input / output port (I / O) 39 includes a clutch stroke sensor 40, an accelerator opening sensor 41, stroke sensors 42 _R and 42 _L , a shift sensor 43, a clutch stroke sensor 40, a crank angle sensor of the internal combustion engine 1, and the like. Various sensors for acquiring information necessary for the shift control according to this embodiment are connected. Thereby, the hybrid ECU 30 and the shift control device 10 can acquire necessary information when executing the shift control according to this embodiment. The input / output port (I / O) 39 is connected to the clutch control actuator 5, the M / G inverter 52, the generator inverter 53, and other control objects. Realize.

  The storage unit 30m stores a computer program including a processing procedure of the shift control method according to this embodiment, a fuel injection amount data map used for operation control of the internal combustion engine 1, and the like. Here, the storage unit 30m can be configured by a volatile memory such as a RAM (Random Access Memory), a nonvolatile memory such as a flash memory, or a combination thereof. Further, the shift control device 10 and the processing unit 30p of the hybrid ECU 30 can be configured by a memory and a CPU.

  The computer program may be capable of realizing the processing procedure of the speed change control method according to this embodiment in combination with a computer program already recorded in the motor assist control unit 11, the clutch slip detection unit 12, and the like. . In addition, the shift control device 10 may realize functions such as the motor assist control unit 11 and the clutch slip detection unit 12 using dedicated hardware instead of the computer program. Next, a procedure for realizing the shift control method according to this embodiment using the shift control apparatus 10 will be described. In this description, please refer to FIGS.

  FIG. 6 is a flowchart showing the procedure of the shift control method according to this embodiment. FIG. 7A is an explanatory diagram of torque fluctuation at the time of shifting when there is no slippage in the clutch. FIG. 7-2 is an explanatory diagram of torque fluctuation during gear shifting when slippage occurs in the clutch. In realizing the shift control method according to this embodiment, the shift control unit 32 of the hybrid ECU 30 determines whether or not to perform a shift based on the information acquired from the shift sensor 43 (step S101). If no shift is to be performed (step S101; No), the process returns to START and monitors whether the shift is performed.

When performing the shift (step S101; Yes), the shift control unit 32 (hereinafter also referred to as the output torque) the output torque of the internal combustion engine 1 T _E determines whether larger or not than 0 (step S102). Here, the output torque T _E, when the internal combustion engine 1 is a diesel engine, the fuel injection amount and the engine speed, when the internal combustion engine 1 is a spark-ignition engine of the port injection, the amount of intake air and It can be obtained by calculation from the engine speed.

If the output torque T _E is zero (step S102; No), the difference between the motor assist control unit 11 to shift control device 10 is provided is (hereinafter also referred to as requested torque) requested torque of the driver T _D and the output torque T _E M / G50, which is an electric motor, is assisted by a torque obtained by multiplying the gear ratio by R. Incidentally, since 0 is the output torque T _E is in this case, M / G50 is an electric motor would be assisted with a torque value obtained by multiplying the gear ratio R to the required torque T _D (step S108). The case where the output torque _TE is 0 is, for example, a state in which the clutch 4 is completely released during the speed change operation (t _{3 to} t ₄ in FIG. 7-1).

Torque (hereinafter also referred to as assist torque) T _M assisted by the M / G 50, which is an electric motor,
T _M = (T _D −T _E ) × R (1)
Is required. When the output torque T _E = 0, T _M = T _D × R. Motor assist control unit 11 gives the value of the determined assist torque T _M to the motor control unit 33, based on the value of the assist torque T _M, thereby controlling the output of a motor M / G50.

As described above, in this embodiment, the assist torque T _M corresponding to the difference between the required torque T _D for the internal combustion engine 1 and the output torque T _E of the internal combustion engine 1 is generated in the M / G 50 that is an electric motor. As a result, even if the output torque of the internal combustion engine 1 is reduced before the clutch 4 is completely released, the M / G 50 can compensate for the reduction in the output torque of the internal combustion engine 1. As a result, it is possible to suppress torque loss before the clutch 4 is completely released (period t ₁ to t _{3 in} FIG. 7-1). Here, the gear ratio R will be described.

FIG. 8 is an explanatory diagram for explaining the gear ratio when obtaining the assist torque. Here, an example in which the fourth speed is selected from among the gears provided in the input shaft 21 will be described. The output of the M / G50 is transmitted through the reduction gear G _M and Go ₄ to output shaft 22. When the M / G 50 is generating the assist torque T _M , the output shaft torque To _M taken out from the output shaft 22 is
To _M = T _M × (Go _4B / G _MB ) (2)
Can be obtained.

Further, torque T _i (in this example, output torque T _E of the internal combustion engine 1) input from the input shaft 21 is transmitted to the output shaft 22 via the reduction gears Gi ₄ and Go ₄ . At this time, the output shaft torque To _E taken out from the output shaft 22 is
To _E = T _i × (Go _4B / Gi _4B ) (3)
Can be obtained. Note that the combination of the gear of the input shaft 21 and the gear of the output shaft 22 is changed depending on the selected gear position. _{Furthermore, Go 4B, Gi 4B, Go} 4B, G MB each gear Go _4, gears Gi _4, gear Go _4, a number of teeth of the gear G _M.

Now, the required torque of the driver is T _D, the output torque T _E of the engine 1 is assumed that less than this. In this case, since the difference between the required torque T _D and the output torque T _E is (T _D −T _E ), the output shaft 22 has a torque of (T _D −T _E ) × (Go _4B / Gi _4B ). It will be insufficient. In order to cover this shortage with M / G50, the right side of equation (2) only needs to be equal to this shortage. Therefore, the assist torque of M / G50 is
T _M = (T _D −T _E ) × (G _MB / Gi _4B ) (4)
Can be obtained. Here, the gear ratio R is
R = (G _MB / Gi _4B ) (5)
Therefore, Equation (4) becomes Equation (1) above.

If the output torque T _E is greater than 0 (step S102; Yes), the clutch slip detection unit 12 the shift control apparatus 10 according to this embodiment detects a slip of the clutch 4, it determines. In the first embodiment, whether or not a difference in rotational speed greater than a certain threshold value has occurred between the engine rotational speed Ne of the internal combustion engine 1 (the rotational speed of the crankshaft 6) Ne and the rotational speed Ni of the input shaft 21 of the transmission 20 is determined. Judge with. In this way, the slip of the clutch 4 can be easily detected and determined.

  The output torque of the internal combustion engine 1 and the input shaft torque transmitted to the input shaft 21 via the clutch 4 may be directly measured, and the slip of the clutch 4 may be determined from a comparison between the two. The output torque of the internal combustion engine 1 can be directly measured from, for example, the twist of the crankshaft 6 or the output of the generator 51 attached to the internal combustion engine 1. Further, the torque transmitted to the input shaft 21 can be directly measured from the twist of the input shaft 21 or the like.

In the transmission 20 included in the drive device 200 according to this embodiment, the torque capacity transmitted by the clutch 4 is controlled so as to be always larger than the output torque of the internal combustion engine 1 during a shift. This can be realized by adjusting the stroke x (clutch stroke, see FIG. 4-3) of the push shaft 5s for operating the release fork 4rf to change the pressing force of the spring 4s. As a result, all the output torque of the internal combustion engine 1 can always be transmitted to the drive wheels 7d ₁ and 7d ₂ of the vehicle 100. Here, the torque capacity that can be transmitted by the clutch 4 can be estimated and calculated from the clutch stroke.

  In this embodiment, the engine rotational speed Ne of the internal combustion engine 1 and the rotational speed Ni of the input shaft 21 are measured by the engine rotational speed sensor 44 and the input shaft rotational speed sensor 45, respectively. The clutch slip detection part 12 acquires a measured value from both, and calculates | requires the absolute value of the difference of both. As a result, when | Ne−Ni | ≦ Nc, the clutch slip detection unit 12 considers that slip does not occur in the clutch 4 (step S103; Yes). Here, Nc is a threshold value for determining the slip of the clutch 4 and is about 5 to 100 rpm (Revolution Per Minute) or less.

In this case, the assist torque T _M of the M / G 50 during the shifting operation is determined by the assist torque correction unit 13 based on the formula (1) (step S104). The gear ratio R is obtained by the above equation (5). At this time, the gear ratio R is determined in consideration of the gear selected by the transmission 20. The assist torque correction unit 13 gives the determined value of the assist torque T _M to the motor control unit 33, and the motor control unit 33 controls the output of the M / G 50 that is the motor based on the value of the assist torque T _M. To do.

FIG. 9A is an explanatory diagram of assist torque when the clutch is not slipped. FIG. 9-2 is an explanatory diagram illustrating assist torque when slippage occurs in the clutch. When the clutch 4 is not slipped, the torque capacity Tcc (shown by a solid line) of the clutch 4 is always larger than the output torque T _E (shown by a dotted line) of the internal combustion engine 1 as shown in FIG. It is controlled to become. Thus, all the output torque T _E of the engine 1 is transmitted to the drive wheels 7d _1, 7d ₂ of the vehicle 100. At this time, the assist torque T _MX of the M / G 50 during the speed change period changes as indicated by a one-dot chain line in FIG. For example, in FIG. 9A, since the output torque of the internal combustion engine 1 is T _EX , the assist torque T _MX of the motor M / G 50 is the difference T _D between the required torque T _D and T _{EX at} this time. the -T _EX.

When the engagement of the clutch 4 is completely released (t = t ₃ : FIG. 7-1), the shift control unit 32 shifts to a designated shift stage using the select actuator 8 _R and the shift actuator 8 _L. . When the shift is completed, the clutch control actuator 5 is operated to engage the clutch 4 (t = t ₄ : FIG. 7-1). Here, when the clutch 4 is not slipped, when the rotational speed difference ΔN = Ni−Ne between the rotational speed Ni of the input shaft 21 and the engine rotational speed Ne of the internal combustion engine 1 starts to increase. In addition, it can be determined that the engagement of the clutch 4 is completely released. Further, it can be determined that the engagement of the clutch 4 starts when the rotational speed difference ΔN = Ni−Ne starts to increase from a negative state.

If the clutch slip detection unit 12 determines that | Ne−Ni |> Nc (step S103; No), the clutch 4 has slipped. This slip occurs due to a change in the torque capacity that can be transmitted by the clutch 4 due to, for example, a temperature rise of the clutch 4 or wear of the clutch disk 4d. In this case, the torque transmitted to the drive wheels 7d _1, 7d ₂ of the vehicle 100 is lower than the output torque T _E of the current internal combustion engine 1. That is, some or all of the output torque T _E of the engine 1 is a result of escape clutch 4, the torque transmitted to the drive wheels 7d _1, 7d ₂ of the vehicle 100, is smaller than the required torque T _D of the driver . As a result, torque loss occurs at the time of shifting, which gives the driver a feeling of strangeness. In order to suppress this, this embodiment handles as follows.

When slipping has occurred in the clutch 4, the assist torque correction unit 13 acquires the output from the clutch stroke sensor 40. Then, the stroke of the release fork 4RF, determines whether or not the cutting of the output torque T _E of the engine 1 (step S105). When the output torque T _E is being disconnected, that is, before the period when the engagement of the clutch 4 is completely released (until t _{3 in} FIG. 7-2), the output torque T _E of the internal combustion engine 1 is being disconnected. It is. Here, when the rotational speed difference ΔN = Ni−Ne between the rotational speed Ni of the input shaft 21 and the engine rotational speed Ne of the internal combustion engine 1 starts to increase (t = t ₃ : FIG. 7-2), It can be determined that the engagement of the clutch 4 is completely released.

If the output torque T _E of the engine 1 is being cut (step S105; Yes), the assist torque correction unit 13, and the engine speed Ne of the internal combustion engine 1, the rotational speed difference between the rotational speed of the input shaft 21 In accordance with the absolute value | Ni-Ne |, an assist amount by the M / G 50 that is an electric motor is determined (step S106). Specifically, a correction torque value | Ni−Ne | × A obtained by multiplying | Ni−Ne | by a predetermined constant A is added to the above equation (1) (step S106). This correction torque value corresponds to the output torque of the internal combustion engine 1 that is lost due to slipping of the clutch 4.
T _M = (T _D −T _E ) × R + | Ni−Ne | × A (6)
Here, A is a constant. For example, according to the slip amount, the engine speed, the input shaft speed, or other parameters, it can be obtained in advance by a conformity test or the like and mapped. This map can be stored in the storage unit 30m in the hybrid ECU 30 and configured to be read by the assist torque correction unit 13 as necessary. In this embodiment, the correction torque value is a product of | Ni−Ne | and a constant A, but the rotation speed between the engine speed Ne of the internal combustion engine 1 and the speed Ni of the input shaft 21. It is only necessary to include a numerical difference, and the present invention is not limited to this shape (the same applies hereinafter).

FIG. 9-2 is an explanatory diagram illustrating assist torque when slippage occurs in the clutch. When slipping occurs in the clutch 4, as shown in FIG. 9B, the torque capacity Tcc (shown by a solid line) of the clutch 4 is the output of the internal combustion engine 1 during the period of releasing the engagement of the clutch 4. It becomes smaller than the torque T _E (indicated by a dotted line). Thus, part of the output torque T _E of the engine 1, or the front escapes. For this reason, the assist torque is corrected by the correction torque value of the second term on the right side of the equation (6).

At this time, for example, during the period in which the clutch 4 is disengaged, the assist torque of the M / G 50, which is an electric motor, changes as indicated by a one-dot chain line in FIG. 9-2. Since the output torque of the internal combustion engine 1 is T _EX , the assist torque T _MX of the M / G 50 that is an electric motor is T _D −T _EX based on the above formula (1). However, since slip occurs in the clutch 4, it is necessary to further compensate for the output torque of the internal combustion engine 1 lost by the slip by the M / G 50. The loss T _MMX due to the slip is a correction torque value represented by the second term (| Ni−Ne | × A) on the right side of the above equation (6). Note that after the engagement of the clutch 4 is opened, since the output torque T _E is 0 of the internal combustion engine 1 (step S102; No), during the shift operation of the shift actuator 8 _L, and the like are motor M / G50 is driven with an assist torque T _M = T _D × R.

When the clutch disk 4d wears, the spring 4s sag, or the clutch stroke sensor 40 is out of position, or when the power transmission system of the clutch control actuator 5 becomes worn, etc. Other changes over time of the clutch 4 As a result, the torque capacity that can be transmitted by the clutch 4 decreases. In this embodiment, when the clutch 4 slips when the clutch 4 is disengaged, the rotational speed difference between the internal combustion engine 1 and the input shaft 21 of the transmission 20, that is, the clutch 4 A driving force is applied to the driving wheels 7d ₁ and 7d ₂ of the vehicle 100 by the M / G 50, which is an electric motor, in accordance with the sliding rotation speed. As a result, even when the torque capacity that can be transmitted by the clutch 4 decreases due to the change of the clutch 4 with time, it is possible to suppress the torque loss and reduce the uncomfortable feeling given to the driver.

If the output torque T _E of the engine 1 is not in cutting (step S105; No), the assist torque correction unit 13, and the engine speed Ne of the internal combustion engine 1, the absolute of the rotational speed difference between the rotational speed of the input shaft 21 In accordance with the value | Ni-Ne |, the assist amount by the M / G 50 that is an electric motor is determined. Specifically, a correction torque value | Ni−Ne | × B obtained by multiplying | Ni−Ne | by a predetermined constant B is added to the above equation (1) (step S107).
T _M = (T _D −T _E ) × R + | Ni−Ne | × B (7)
Here, B is a constant, and can be obtained in advance by a conformity test or the like and mapped in accordance with, for example, the slip amount, the engine speed, the input shaft speed, or other parameters. This map can be stored in the storage unit 30m in the hybrid ECU 30.

Here, since the output torque T _E of the internal combustion engine 1 is greater than 0 (step S102), the case where the output torque T _E of the internal combustion engine 1 is not being disconnected is a period during which the clutch 4 is engaged (FIG. 7-2). T ₄ to t ₆ ). When slippage occurs in the clutch 4, a change occurs in the rotational speed difference ΔN = Ni−Ne between the rotational speed Ni of the input shaft 21 and the engine rotational speed Ne of the internal combustion engine 1 (FIG. 7). -2) (when starting to descend), it can be determined that the engagement of the clutch 4 has started.

When slipping occurs in the clutch 4, as shown in FIG. 9-2, the torque capacity Tcc (shown by a solid line) of the clutch 4 is the output torque T _E of the internal combustion engine 1 during the engagement period of the clutch 4. Smaller than (indicated by a dotted line). Thus, part of the output torque T _E of the engine 1, or all escapes. For this reason, the assist torque is corrected by the correction torque value of the second term on the right side of the equation (6).

At this time, for example, the assist torque of the M / G 50 during the period in which the clutch 4 is disengaged changes as shown by a one-dot chain line in FIG. While the clutch 4 is slipping during the engagement period of the clutch 4, the output torque of the internal combustion engine 1 lost by the slip is compensated by M / G50. The loss T _MMY due to the slip is a correction torque value represented by the second term (| Ni−Ne | × B) on the right side of the above equation (7).

As described above, when the clutch 4 slips when the clutch 4 is engaged, the rotational speed difference between the internal combustion engine 1 and the input shaft 21 of the transmission 20, that is, the slip rotational speed of the clutch 4. Accordingly, a driving force is applied to the driving wheels 7d ₁ and 7d ₂ of the vehicle 100 by the M / G 50 that is an electric motor. Thereby, even when the torque capacity that can be transmitted by the clutch 4 is reduced, it is possible to suppress the torque loss and reduce the uncomfortable feeling given to the driver.

  In the above description, the M / G50, which is an electric motor, is obtained from the torque correction value obtained according to the slip rotation speed of the clutch 4 both when the clutch 4 is disengaged and when the clutch 4 is engaged. The assist torque is corrected. However, in this embodiment, it is not always necessary to correct the assist torque both when the clutch 4 is disengaged and when the clutch 4 is engaged. When the clutch 4 is disengaged, or If the assist torque is corrected at least on one side when the clutch 4 is engaged, the uncomfortable feeling due to torque loss at the time of shifting is reduced.

  As described above, in this embodiment, when the clutch slips when the clutch is disengaged, the difference in the rotational speed between the internal combustion engine and the input shaft of the transmission, that is, the slip rotational speed of the clutch. Accordingly, the assist torque of the electric motor is corrected. Specifically, a correction torque value corresponding to the output torque of the internal combustion engine lost due to clutch slip is obtained, and the assist torque of the electric motor is corrected using this correction torque value. As a result, even when the torque capacity that can be transmitted by the clutch decreases due to the change of the clutch over time, it is possible to suppress the torque loss and reduce the uncomfortable feeling given to the driver.

  In this embodiment, an assist torque corresponding to the deviation between the required torque for the internal combustion engine and the output torque of the internal combustion engine is generated in the electric motor. As a result, even when the output torque of the internal combustion engine is reduced before the clutch is completely released, the reduction in the output torque of the internal combustion engine by the electric motor can be compensated. As a result, torque loss before the clutch is completely released can be suppressed.

As described above, the shift control equipment according to the present invention is useful for a transmission to shift the clutch automatically intermittently to, in particular, reduces the discomfort that occurs when the slipping clutch has occurred at the time of transmission Suitable for doing.

It is explanatory drawing which shows the vehicle which concerns on this Example. It is explanatory drawing which shows the detail of the drive device which concerns on this Example. It is explanatory drawing which shows the outline | summary of the control system with respect to the drive device with which the vehicle which concerns on this Example is provided. It is sectional drawing which shows the clutch which concerns on this Example. It is sectional drawing which shows the clutch which concerns on this Example. It is explanatory drawing which shows operation | movement of the release fork of the clutch which concerns on this Example. It is explanatory drawing which shows the structure of the transmission control apparatus which concerns on this Example. It is a flowchart which shows the procedure of the shift control method which concerns on this Example. It is explanatory drawing which shows the torque fluctuation at the time of the speed change in case there is no slip in a clutch. It is explanatory drawing which shows the torque fluctuation | variation at the time of the gear shift in case a slip generate | occur | produces in a clutch. It is explanatory drawing for demonstrating the gear ratio at the time of calculating | requiring assist torque. It is explanatory drawing which shows the assist torque in case there is no slip in a clutch. It is explanatory drawing which shows the assist torque in case a slip generate | occur | produces in a clutch.

Explanation of symbols

1 an internal combustion engine 4 clutch 5 clutch control actuator 6 crankshaft 7d _1, 7d ₂ driving wheels 10 the shift control device 11 motor assist control portion 12 clutch slippage detection section 13 assist torque correction unit 20 transmission 21 input shaft 22 output shaft 30 Hybrid ECU
30p processing unit 30m storage unit 40 clutch stroke sensor 41 accelerator opening sensor 43 shift sensor 44 engine speed sensor 45 input shaft speed sensor 50 M / G
100 vehicle 200 drive device

Claims (3)

Controls the shift of a drive device that includes a transmission capable of shifting and outputting an output of an internal combustion engine that is input via a clutch, and an electric motor that transmits a driving force to an output shaft of the transmission,
An electric motor assist control unit for causing the electric motor to generate an assist torque corresponding to a deviation between a required torque for the internal combustion engine and an output torque of the internal combustion engine at the time of shifting;
A clutch slip detector for detecting whether or not slip occurs in the clutch during a shift operation;
When slippage occurs in the clutch during a shift operation, this corresponds to the output torque of the internal combustion engine lost due to the slippage of the clutch , and rotation between the output shaft of the internal combustion engine and the input shaft of the transmission An assist torque correction unit for correcting the assist torque using a correction torque value determined according to the number difference ;
A shift control device comprising: The clutch slip detection unit includes a determining means determines that the rotational speed difference between the input shaft of the transmission and the output shaft of the internal combustion engine is larger than a predetermined reference value, slippage occurs in the clutch The shift control device according to claim 1.   In the clutch slip detection unit, the clutch has slipped before at least one period after the clutch is completely released or after the clutch is completely released. The shift control device according to claim 1, wherein the shift control device detects whether or not.

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