JP4235203B2 - Start control device and start control method for twin clutch transmission - Google Patents

Description

  The present invention includes two input shafts and one output shaft, and each input shaft is provided with a friction clutch, a transmission gear is interposed between each input shaft and the output shaft, and friction The present invention relates to a start control device and a start control method for a twin clutch type transmission that selectively engages a clutch to set a gear stage.

  As a vehicular automatic transmission, one using a fluid coupling (torque converter) is widely used. However, this fluid coupling has an advantage of low shift shock, but causes a power transmission loss and is not preferable from the viewpoint of fuel consumption. For this reason, techniques such as an automatic transmission for a vehicle that does not use a fluid coupling, and shift (shifting of a shift stage, hereinafter simply referred to as a shift) control of the automatic transmission have been developed. However, when a fluid coupling is not used, a shift shock is likely to occur. In particular, when starting, a large torque is input to the transmission, which is more likely to cause a shift shock.

In view of this, even when an automatic transmission for a vehicle that does not use a fluid coupling is used, a control technology for starting the automatic transmission has been developed so that the vehicle can start smoothly. For example, there is a technique disclosed in Patent Document 1.
In this start control technology, in a vehicle clutch control device that controls the transmission torque of a vehicle clutch (for example, a powder clutch) connected to the engine of the vehicle when the vehicle starts, the engine speed Ne is detected. A detection means, a speed ratio calculation means for calculating a speed ratio e of the vehicle clutch, and a capacity for storing a capacity coefficient C in association with the speed ratio e when the vehicle clutch is assumed to be a fluid coupling. Based on the coefficient storage means and the speed ratio e calculated by the speed ratio calculation means, the corresponding capacity coefficient C is obtained from the capacity coefficient storage means, and the engine speed detected by the obtained capacity coefficient C and the rotation speed detection means. Transmission torque control means for controlling the transmission torque of the vehicle clutch based on a value obtained by squaring the number Ne.

  In this technique, the transmission torque of the vehicle clutch is controlled based on the value obtained by squaring the capacity coefficient C and the engine speed Ne when the vehicle clutch is assumed to be a fluid coupling in association with the speed ratio e. For example, the torque transmission characteristic of an electrically controlled clutch such as a powder clutch can be approximated to the torque transmission characteristic of a fluid coupling such as a torque converter, and smooth start like a torque converter can be realized.

  On the other hand, as an automatic transmission for a vehicle that does not use a fluid coupling, there is a so-called twin clutch transmission. For example, as disclosed in Patent Document 2, this transmission includes two transmission input shafts (hereinafter simply referred to as input) that can be coupled to the engine via friction clutches (hereinafter simply referred to as clutches). Shaft), each transmission gear mechanism connected to each input shaft, and one transmission output shaft (hereinafter simply referred to as output shaft) connected to each transmission gear mechanism. It is configured to use one of two transmission gear mechanisms selectively.

The two input shafts are generally arranged coaxially with each other. Normally, gear stages for even-numbered gear stages are provided on one input shaft, and gear stages for odd-numbered gear stages are provided on the other input shaft. Each clutch is configured to connect the engine and the input shaft by sliding friction or static friction.
Japanese Patent Publication No. 06-026943 Japanese Patent Application No. 10-89456

By the way, in the twin clutch type transmission as described above, it is desired to smoothly start the vehicle. However, the technique of Patent Document 1 is intended for a transmission including one start clutch, and is a twin clutch type. The two clutches of the transmission cannot be effectively used, and application to a twin clutch type transmission is difficult.
The present invention has been devised by paying attention to such a problem. In the twin clutch transmission, the start control device for a twin clutch transmission that can smoothly start the vehicle is provided. It is another object of the present invention to provide a start control method.

  In order to achieve the above object, a start control device for a vehicle twin clutch transmission according to the present invention (Claim 1) includes first and second transmission input shafts and one transmission output. And a first friction clutch interposed between the first transmission input shaft and the engine, and a second friction interposed between the second transmission input shaft and the engine. A first transmission gear mechanism connected to the clutch via a synchronization device capable of connecting and disconnecting power to the first transmission input shaft and achieving any one of a plurality of shift stages including at least the first speed stage And a second transmission gear mechanism connected to the second transmission input shaft via a synchronizer capable of connecting / disconnecting power to achieve any one of a plurality of shift stages including at least the second speed stage. A vehicle start control device for a twin clutch transmission for a vehicle, comprising: Vehicle state determining means for determining stop and start before both starts, and when the vehicle state determining means determines stop before starting the vehicle, the first transmission gear mechanism is set to the first speed stage, When the second speed change gear mechanism is set to the second speed stage and the vehicle state determination means determines the start of the vehicle, the total torque transmission capacity of the first and second friction clutches is determined. The TCO is set to a capacity required for starting, and the capacity distribution ratio R1: R2 between the first friction clutch and the second friction clutch is set to a required ratio, and the set total clutch capacity is set. And a start control means for controlling the friction clutches based on the capacity distribution ratio.

The capacity distribution ratio is preferably determined according to at least an accelerator operation amount and a vehicle speed (Claim 2).
When the rotational speed of the first transmission input shaft is higher than the rotational speed of the engine, it is preferable to set the capacity distribution ratio to the first friction clutch to 0 (Claim 3).
The total clutch capacity required for starting is calculated by dividing the number of rotations of the first transmission input shaft and the number of rotations of the second transmission input shaft by the required ratio, and the engine speed. It is preferable to be determined in accordance with (Claim 4).

  The start control method for a twin clutch transmission for a vehicle according to the present invention (Claim 5) includes first and second transmission input shafts, one transmission output shaft, and the first shift. A first friction clutch interposed between the machine input shaft and the engine, a second friction clutch interposed between the second transmission input shaft and the engine, and the first shift. A first transmission gear mechanism connected to a machine input shaft via a synchronizer capable of connecting / disconnecting power to achieve any one of a plurality of shift stages including at least a first speed stage, and the second transmission A vehicle twin comprising: a second shift gear mechanism connected to the input shaft via a synchronizer capable of connecting / disconnecting power to achieve at least one of a plurality of shift stages including the second speed stage A vehicle start control method for a clutch-type transmission, wherein the vehicle is stopped before starting The first transmission gear mechanism is set to the first speed stage and the second transmission gear mechanism is set to the second speed stage, and when the vehicle starts thereafter, the first and second speed gear mechanisms are set. The total torque transmission capacity TCO of the friction clutch is set to a capacity necessary for starting, and the capacity distribution ratio R1: R2 between the first friction clutch and the second friction clutch is set to a required ratio. The both friction clutches are controlled based on the set total clutch capacity and the capacity distribution ratio.

  According to the start control device (Claim 1) or the start control method (Claim 5) of the twin clutch transmission for a vehicle according to the present invention, when the vehicle is stopped before starting, the first transmission gear mechanism is set to the first speed stage. In addition, the second transmission gear mechanism is set to the second speed, respectively, and when the vehicle starts, the total torque transmission capacity of the first and second friction clutches is set to a capacity necessary for starting, Since the capacity distribution ratio of both friction clutches is set to a required ratio and both friction clutches are controlled based on the set total clutch capacity and capacity distribution ratio, the load of the clutch at the time of start is set to the first friction clutch. And the second friction clutch can be shared, and the load of each friction clutch can be reduced and the durability of these friction clutches can be improved. Further, since the power is transmitted through the first and second transmission input shafts having different gear ratios, the vibration of the vehicle can be reduced.

Further, by determining the capacity distribution ratio of the first and second friction clutches according to the accelerator operation amount and the vehicle speed, it becomes possible to smoothly connect the start and the automatic upshift, and improve drivability. (Claim 2).
Further, when the rotational speed of the first transmission input shaft is higher than the rotational speed of the engine, the rotational speed of the input shaft 1 is made the engine rotational speed by setting the capacity distribution ratio to the first friction clutch to 0. It is possible to reliably prevent the loss of power when it is higher.

Further, the total clutch capacity required for starting is determined by dividing the number of rotations of the first transmission input shaft and the number of rotations of the second transmission input shaft by the required ratio, and the engine speed. By determining accordingly, it is possible to always ensure good start performance regardless of the capacity distribution ratio of each friction clutch.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 to 7 show a start control device and a start control method for a twin clutch transmission for a vehicle according to an embodiment of the present invention, and description will be made based on these drawings.
(Configuration of automatic transmission)
First, the configuration of a twin clutch transmission for a vehicle which is an automatic transmission targeted in the present embodiment will be described.

  As shown in FIG. 2, the twin clutch transmission 2 for a vehicle includes an input shaft 11 and a first friction clutch (hereinafter simply referred to as a first clutch or a clutch) in which an input side member is coupled to the input shaft 11. Clutch 1) and a second friction clutch (hereinafter simply referred to as a second clutch or clutch 2) 13, an output shaft 14, and a first shift interposed between the first clutch 12 and the output shaft 14. The gear mechanism 20 </ b> A and a second transmission gear mechanism 20 </ b> B interposed between the second clutch 13 and the output shaft 24 are configured.

  The first transmission gear mechanism 20A includes a first transmission input shaft (hereinafter simply referred to as a first input shaft or input shaft 1) 15A and a first transmission output shaft (hereinafter simply referred to as a first output shaft or output shaft). 1) 16A, gears 21a and 21b, an engagement mechanism with a synchronization mechanism (synchronizer, hereinafter also referred to simply as synchronization) 21c interposed between the first input shaft 15A and the first output shaft 16A. A first-speed gear set 21, a gear 23a, 23b, a third-speed gear set 23 consisting of an engagement mechanism 23c with a synchro mechanism, a gear 25a, 25b, and a fifth-speed gear set 25 consisting of an engagement mechanism 25c with a synchro mechanism. Yes.

  The second transmission gear mechanism 20B includes a second transmission input shaft (hereinafter simply referred to as a second input shaft or input shaft 2) 15B and a second transmission output shaft (hereinafter simply referred to as a second output shaft or output shaft). 2) 16B, and a second gear set 22 and a gear 24a, 24b, which are provided between the second input shaft 15B and the second output shaft 16B, and are composed of gears 22a and 22b and an engagement mechanism 22c with a synchro mechanism. , A third-speed gear set 24 including an engagement mechanism 24c with a synchro mechanism, gears 26a and 26b, and a fifth-speed gear set 26 including an engagement mechanism 26c with a synchro mechanism.

A gear 17a is fixed to the output end portion of the first output shaft 16A, and meshes with the gear 14a of the output shaft 14 so that power can be transmitted from the first output shaft 16A to the output shaft 14. A gear 17b is fixed to the output end of the output shaft 16B, and meshes with the gear 14a of the output shaft 14 so that power can be transmitted from the second output side shaft 16B to the output shaft 14.
In order to achieve the 1st, 3rd, and 5th gears, only the synchro 21c or 23c or 25c of the transmission gear set to be achieved is engaged, the first clutch 12 is engaged, and the second clutch 13 is engaged. Open. In order to achieve the second, fourth, and sixth gears, only the synchro 22c, 24c, or 26c of the transmission gear set to be achieved is engaged, the second clutch 13 is engaged, and the first clutch 12 is engaged. Open.
(Configuration of transmission control device)
Next, the configuration of the main part of the start control device for a vehicle twin clutch transmission according to the present embodiment will be described. This start control device is configured as a part of the function of the shift control device 1 that controls all shifts (switching of shift speeds) that are not limited to when starting.

  As shown in FIG. 1, the start control device 1 includes the automatic transmission (twin clutch transmission 2 and electronic control means (ECU) 3 for controlling the operation of the transmission 2). The clutch control unit 3A that controls the engagement (engagement) and release of the first clutch 12 and the second clutch 13 and the synchros 21c, 22c, 23c, 24c, 25c, and 26c of the transmission gear mechanisms 20A and 20B. A synchro control unit 3B that controls engagement (fastening) and release is provided.

  The clutch control unit 3A includes a total capacity calculation unit 31 that calculates a sum of torque transmission capacities (clutch total capacity) TCO of both clutches 12 and 13 and a distribution ratio of torque transmission capacity to each clutch 12 and 13 ( The torque transmission capacity of each of the clutches 12 and 13 is calculated from the distribution ratio calculation unit 32 for calculating the capacity distribution ratios R1 and R2 (or R1: R2) and the calculated total capacity TCO and the distribution ratios R1 and R2. An individual clutch capacity calculation unit 33 is provided.

One of the shift controls by the shift control device 1 is control at the time of starting according to the present invention, and the shift control device 1 includes a function as the start control device of the present invention. In the control at the time of starting, there are preliminary control performed from the stop before starting (that is, the stop when the shift range is set to the D range) and the main control starting from the subsequent start as the preparation stage.
The preliminary control will be described. When the vehicle is stopped in the D range state, the first transmission gear 12 and the second clutch 13 are set in the released state so that the first clutch 12 and the second clutch 13 are disengaged so as to be performed as a general control of the twin clutch transmission. The mechanism 20A engages the sync 21c of the first speed gear set 21 to set the first speed, and the second transmission gear mechanism 20B engages the sync 22c of the second speed gear set 22 to set the second speed.

  The stop of the vehicle in the D range state corresponds to the stop before starting, and whether or not the vehicle is in the D range state can be detected by a shift position sensor, and the stop of the vehicle can be detected by a vehicle speed sensor. The ECU 3 determines whether or not the vehicle is stopped in the D range state (stop before starting) based on detection information from the shift position sensor and the vehicle speed sensor (vehicle state determination means). 34, and when the determination unit 34 detects that the vehicle is stopped in the D range state, the sync control unit 3B sets the first transmission gear mechanism 20A to the first speed and the second transmission gear mechanism 20B to the second speed. The clutch control unit 3A sets both clutches 12 and 13 to the disengaged state.

Further, the accelerator opening (accelerator operation amount) θ is input from the accelerator position sensor to the determination unit 34, and the vehicle is in a starting state when the accelerator opening θ becomes a minute reference value or more when the vehicle is stopped. It comes to judge.
And if a vehicle starts from the vehicle stop in a D range state, this start will be determined by the determination part 34, and this control will be performed. In this control, at least one of the first clutch 12 and the second clutch 13 is engaged (fastened). At this time, the total capacity TCO of the first clutch 12 and the second clutch 13 is set to a capacity necessary for starting, and the capacity distribution ratio R1: R2 between the first clutch 12 and the second clutch 13 is set. Thus, the engagement (engagement) and release of the clutches 12 and 13 are controlled based on the set total clutch capacity TCO and the capacity distribution ratio R1: R2.

When the D range starts, the 1st and 2nd speed syncs are engaged, and the clutch of the input shaft 1 and / or the clutch of the input shaft 2 transmits power while sliding.
That is, first, the total capacity calculation unit 31 receives the engine speed NE, the rotational speed NI1 of the first input shaft 15A, the rotational speed NI2 of the second input shaft 15B, and distribution ratios R1 and R2 described later, and the clutch total capacity. TCO is calculated and output. Here, the clutch total capacity TCO is calculated based on, for example, the following equation (1) so that the clutch total capacity TCO becomes a capacity necessary for starting.
TCO = f ((NI1 * R1 + NI2 * R2) / NE) * (NE-offset) ² (1)
TCO: Total clutch capacity (total amount of torque transmitted by clutch)
f: Capacity coefficient function NI1: First input shaft speed NI2: Second input shaft speed R1: Distribution ratio of first input shaft clutch (first clutch) to capacity (0 ≦ R1 ≦ 1)
R2: Distribution ratio to the capacity of the clutch (second clutch) of the second input shaft (R2 = 1−R1)
NE: Engine speed
offset: Conformance constant (offset amount)
The above equation (1) is based on a general clutch model in which the magnitude of the clutch transmission torque is calculated as the product of the torque capacity coefficient of the clutch and the square of the engine speed. f ((NI1 * R1 + NI2 * R2) / NE) is a capacity coefficient C, and NE-offset) corresponds to the engine speed.

  The capacity coefficient C is determined according to (NI1 * R1 + NI2 * R2) / NE by a function (capacity coefficient function) f having (NI1 * R1 + NI2 * R2) / NE as a variable. Note that (NI1 * R1 + NI2 * R2) / NE, that is, the rotational speed NI1 of the first input shaft 15A and the rotational speed NI2 of the second input shaft 15B are distributed to the first clutch 12 and the second clutch 13. Ratio R1: The speed ratio e between the engine speed (NI1 * R1 + NI2 * R2) internally divided by R2 and the engine speed NE.

  The capacity coefficient function f is a function that minimizes the capacity coefficient C when the speed ratio e is 1.0, and increases the capacity coefficient C as the speed ratio e moves away from 1.0. Although a linear function as shown by a broken line in FIG. 4 can be obtained, as the speed ratio e moves away from 1.0 as shown by a solid line in FIG. 4, the increase rate of the torque coefficient C gradually decreases. The curve function is preferable because a torque-like clutch operation can be realized. Further, at the beginning of the start, the speed ratio e is small (e << 1.0), but the capacity coefficient function f at this time is a sufficiently large value so that the total clutch capacity TCO becomes a capacity necessary for the start. Is set to

  In other words, if the capacity coefficient function f is set as indicated by a solid line in FIG. 4, the torque coefficient C of the clutch 2 is set large until the speed ratio e of the clutch comes close to 1.0 when the vehicle starts. Therefore, the clutch engagement pressure is automatically and smoothly controlled so that the clutch speed ratio e approaches 1.0. Then, as the speed ratio e approaches 1.0, the torque coefficient C of the clutch 2 is set to be small. In particular, when the speed ratio e is near 1.0, the torque coefficient C is greatly reduced. The clutch 2 can be easily slipped in response to a pedal depressing operation or a returning operation, and torque shock is suppressed against a relatively rough accelerator operation.

In addition, a value obtained by offsetting the actual engine speed (NE-offset) is used as the engine speed. This is because the estimated engine speed is smaller than the actual engine speed NE (decreasing direction). To offset the engine speed).
As shown in FIG. 5, the offset correction amount (hereinafter referred to as offset amount) offset is the magnitude of the accelerator opening θ when the accelerator opening (accelerator operation amount) θ is equal to or less than a predetermined opening θ _1. Regardless, the offset amount offset is set to the predetermined value offset1. Further, when the accelerator opening θ exceeds the predetermined opening θ ₁ , the offset amount offset is set to be larger in proportion to the increase amount of the accelerator opening θ as the accelerator opening θ is larger. ing.

That is, here, when the accelerator opening θ is small, the offset amount offset is set to a small value, and when the accelerator opening θ is large, the offset amount offset is set to a large value. In the range where the accelerator opening θ is equal to or greater than the predetermined opening θ ₁ , the offset amount offset is set to gradually increase as the accelerator opening θ increases.
The offset amount offset is a parameter that changes the feeling of engine speed increase by estimating the actual engine speed NE to be small (offset in the decreasing direction) in calculating the transmission torque. For example, when the accelerator opening θ is increased by the depression operation of the accelerator pedal 6 and the offset amount offset is increased accordingly, the engine speed for control is estimated to be smaller than the actual engine speed NE. Accordingly, the transmission torque (that is, torque capacity) is controlled slightly smaller. Therefore, the load acting on the engine is reduced, and the engine blows up more (increases the rotational speed) than when the clutch transmission torque is calculated using the actual engine rotational speed NE. Become. That is, the acceleration performance when the accelerator pedal is depressed is improved.

  The distribution ratio calculation unit 32 receives the accelerator operation amount θ and the vehicle speed V, and calculates and outputs the distribution ratio R1 based on these. Note that R2 = 1−R1. FIG. 3 shows a distribution ratio R1 = 1 line and a distribution ratio R2 = 1 line for the accelerator operation amount θ and the vehicle speed V. When the current vehicle speed Vx is lower than the vehicle speed Vr1 with the distribution ratio R1 = 1, the distribution ratio R1 = 1. When the current vehicle speed Vx is higher than the vehicle speed Vr2 with the distribution ratio R2 = 1, the distribution ratio R2 = 1. And When the current vehicle speed Vx is between the vehicle speed Vr1 with the distribution ratio R1 = 1 and the vehicle speed Vr2 with the distribution ratio R2 = 1, the difference between the current vehicle speed Vx and the vehicle speed Vr1 with the distribution ratio R1 = 1 (= The distribution ratio [R1: R2 = (Vr2-Vx) :( Vx−) based on the internal distribution according to the difference (= Vr2−Vx) between the vehicle speed Vr2 of the distribution ratio R2 = 1 and the current vehicle speed Vx. Vr1)] is determined.

  However, the distribution ratio calculation unit 32 sets the capacity distribution ratio to the first clutch 12 to 0 when at least the rotational speed NI1 of the first input shaft 15A is higher than the rotational speed NE of the engine. It is configured. The line of distribution ratio R2 = 1 in FIG. 3 is intended for a situation where the rotational speed NI1 of the first input shaft 15A is higher than the rotational speed NE of the engine, and the accelerator operation amount θ, the vehicle speed V, and Is set so that the rotational speed NI1 of the first input shaft 15A reaches the rotational speed NE of the engine in the vicinity of exceeding the distribution ratio R2 = 1 line.

  In addition, FIG. 3 shows an upshift line of 2nd speed → 3rd speed, 3rd speed → 4th speed, 4th speed → 5th speed, 5th speed → 6th speed and 6th speed → 5th speed with respect to accelerator operation amount θ and vehicle speed V. The 5th speed → 4th speed, 4th speed → 3rd speed, and 3rd speed → 2nd speed downshift lines are also described. As described above, the reference lines for setting the distribution ratios R1 and R2 are written in the shift map, so that the capacity distribution ratio R1 of the first clutch 12, the capacity distribution ratio R2 of the second clutch 13, the upshift line, and the downshift. Lines can be collectively managed in association with the accelerator operation amount and the vehicle speed.

In the individual clutch capacity calculation unit 33, the clutch total capacity TCO and the distribution ratio R1 are input, and the capacity TC1 of the first clutch 12 is calculated by the product of the clutch total capacity TCO and the distribution ratio R1, and the clutch total capacity TCO and distribution are calculated. The capacity TC2 of the second clutch 13 is calculated by the product of the ratio R2 and output.
Since the start control device for a vehicle twin clutch transmission according to an embodiment of the present invention is configured as described above, start control (start control method) is performed, for example, as shown in FIG. Note that the flow shown in FIG. 6 is repeated at a predetermined cycle.

First, in step S10, the determination unit 34 determines whether or not the vehicle is stopped in the D range state. If the vehicle is stopped in the D range state, the process proceeds to step S20, and if not, the process proceeds to step S30.
In step S20, the sync 21c of the first speed gear set 21 of the first transmission gear mechanism 20A is engaged to set the first speed, and the sync 22c of the second speed gear set 22 of the second transmission gear mechanism 20B is engaged. The second speed is set, and the process proceeds to step S30.

In step S30, the determination unit 34 determines whether or not the vehicle is in a start state. If the vehicle is in a start state, the process proceeds to step S40. Otherwise, the vehicle start control (main control) is not started.
In step S40, the distribution ratio calculation unit 32 calculates the distribution ratio R1 to the first clutch 12 and the distribution ratio R2 to the second clutch 13 from the accelerator operation amount θ and the vehicle speed V, and the process proceeds to step S50.

In step S50, the total capacity calculation unit 31 calculates the clutch total capacity TCO from the engine speed NE, the speed NI1 of the first input shaft 15A, the speed NI2 of the second input shaft 15B, and the distribution ratios R1 and R2. Then, the process proceeds to step S60.
In step S60, the individual clutch capacity calculation unit 33 calculates the capacity TC1 of the first clutch 12 from the total clutch capacity TCO and the distribution ratio R1 by the product of the total clutch capacity TCO and the distribution ratio R1, and the total clutch capacity TCO And the distribution ratio R2, the capacity TC2 of the second clutch 13 is calculated, and the process proceeds to step S70.

In step S70, the engagement state is controlled so that the clutches 12 and 13 have the capacity TC1 and the capacity TC2 set in step S60.
By such control, when the vehicle starts, as shown in FIG. 7, the distribution ratio R1 of the first clutch 12 is set to 1 (the distribution ratio R2 of the second clutch 13 is 0) at the beginning of the start. While the clutch 12 is slidingly engaged, the vehicle starts while the first speed gear set 21 of the first transmission gear mechanism 20A is used. When the speed is generated in the vehicle, the clutch total capacity TCO gradually increases and the capacity TC1 of the first clutch 12 increases. Therefore, the amount of transmission of engine output to the drive wheels increases, and the acceleration of the vehicle is promoted. When the vehicle speed exceeds the vehicle speed Vr1 of the distribution ratio R1 = 1 in FIG. 3 (time point t1), the first clutch 12 and the second clutch 13 start to share the transmission torque capacity. That is, the distribution ratio R1 of the first clutch 12 becomes smaller than 1, and the distribution ratio R2 of the second clutch 13 is generated. Thereafter, as shown in FIG. 7B, the distribution ratio R1 decreases as the vehicle speed increases (time elapses), and the distribution ratio R2 increases as the vehicle speed increases (time elapses). When the vehicle speed exceeds the vehicle speed Vr2 of the distribution ratio R2 = 1 in FIG. 3 (at time t2, the rotational speed NI1 of the first input shaft 15A reaches approximately the engine rotational speed NE), the first clutch 12 The distribution ratio R1 is set to 0, the distribution ratio R2 of the second clutch 13 is set to 1, and the start control ends. Thereafter, shift control during normal travel is performed.

  Thus, according to the start control device or the start control method for a twin clutch transmission for a vehicle according to the present embodiment, the first and second times when the vehicle starts (between time points t1 and t2 in FIG. 7). Since both of the friction clutches 12 and 13 share the load of the clutch at the time of starting, the load on each of the friction clutches 12 and 13 can be reduced and the durability of the friction clutches 12 and 13 can be improved. In addition, since the power is transmitted through the first and second input shafts 15A and 15B having different gear ratios, the vibration of the vehicle due to the power transmission can be reduced.

  Further, at the initial stage of starting the vehicle, only the first friction clutch 12 on the low gear (first gear) side is engaged without engaging the second friction clutch 13 on the high gear (second gear) side, Since the second friction clutch 13 on the high gear (second gear) side is also engaged after the vehicle starts and a minute speed is generated, excessive slip of the second friction clutch 13 is suppressed. As a result, an increase in engine speed is promoted, and the starting feeling is also improved.

In addition, by determining the distribution ratio of the first and second friction clutches 12 and 13 according to the accelerator operation amount and the vehicle speed, it becomes possible to smoothly connect the start and the auto-up shift, thereby improving drivability. Can be improved.
When the rotational speed NI1 of the first input shaft 15A is higher than the rotational speed NE of the engine, the capacity distribution ratio to the first clutch 12 is set to 0, so the rotational speed NI1 of the first input shaft 15A is It is possible to reliably prevent power loss when the engine speed is higher than NE.

Further, the total clutch capacity TCO required for start-up depends on the rotational speed obtained by internally dividing the rotational speed of the first input shaft and the rotational speed of the second transmission input shaft by a required ratio, and the engine rotational speed. Therefore, it is possible to always ensure a good start performance regardless of the capacity distribution ratio of each friction clutch.
Although the embodiments of the present invention have been described above, the present invention is not limited to such embodiments, and various modifications can be made without departing from the spirit of the present invention.

  For example, in the above embodiment, when the rotational speed NI1 of the first input shaft 15A is higher than the engine rotational speed NE, it is assumed that the capacity distribution ratio R1 to the first clutch 12 is set to 0 when starting. Although the capacity distribution ratio is determined according to the accelerator opening (accelerator operation amount) θ and the vehicle speed V, the capacity distribution ratio is simply based on the rotational speed NI1 of the first input shaft 15A and the engine rotational speed NE. It is also conceivable to set R1.

1 is a block diagram showing a schematic configuration of a start control device for a vehicle twin clutch transmission according to an embodiment of the present invention. FIG. It is a mimetic diagram showing a schematic structure of a twin clutch type transmission for vehicles concerning one embodiment of the present invention. It is a figure explaining the torque sharing ratio used for start control concerning one embodiment of the present invention. It is a figure explaining the torque coefficient used for start control concerning one embodiment of the present invention. It is a figure explaining the amount of offsets of the engine speed used for start control concerning one embodiment of the present invention. It is a flowchart explaining start control concerning one embodiment of the present invention. It is a time chart explaining start control concerning one embodiment of the present invention, (a) shows change of an engine speed, the 1st input shaft speed, and the 2nd input shaft speed, (b) shows torque distribution. The change in the ratio is shown, (c) shows the change in the total clutch capacity, and (d) shows the change in the vehicle speed.

Explanation of symbols

1 Shift control device (start control device)
2 Automatic transmission (Twin clutch transmission for vehicles)
3 Electronic control means (ECU)
3A Clutch control unit including power-off upshift means 11 Input shaft 12 First clutch (clutch 1) as first friction engagement element
13 Second clutch (clutch 2) as second friction engagement element
14 Output shaft 14a, 17a, 17b Gear 15A First input shaft (input shaft 1)
15B Second input shaft (input shaft 2)
16A 1st output shaft (output shaft 1)
16B second output shaft (output shaft 2)
20A 1st speed change gear mechanism 20B 2nd speed change gear mechanism 21 1st speed gear set 22 2nd speed gear set 23 3rd speed gear set 24 4th speed gear set 25 5th speed gear set 26 6th speed gear set 21a, 21b, 23a, 23b, 25a, 25b Gear 22a, 22b, 24a, 24b, 26a, 26b Gear 21c, 23c, 25c Engagement mechanism with synchro mechanism (synchronization) as a synchronizer
22c, 24c, 26c Engagement mechanism with synchro mechanism (synchronizer) as a synchronizer
31 Total Capacity Calculation Unit 32 Distribution Ratio Calculation Unit 33 Individual Clutch Capacity Calculation Unit 34 Determination Unit (Vehicle State Determination Unit)

Claims (5)

First and second two transmission input shafts;
One transmission output shaft,
A first friction clutch interposed between the first transmission input shaft and the engine and a second friction clutch interposed between the second transmission input shaft and the engine;
A first transmission gear mechanism connected to the first transmission input shaft via a synchronizer capable of connecting and disconnecting power to achieve any one of a plurality of shift stages including at least a first speed stage;
A second transmission gear mechanism connected to the second transmission input shaft via a synchronizer capable of connecting and disconnecting power to achieve any one of a plurality of shift stages including at least a second speed stage;
A vehicle start control device for a twin clutch transmission for a vehicle,
Vehicle state determination means for determining stop and start before starting of the vehicle;
When the vehicle state determination means determines that the vehicle has stopped before starting, the first transmission gear mechanism is set to the first speed and the second transmission gear mechanism is set to the second speed. When the vehicle state is determined by the vehicle state determination means, the torque transmission total capacity TCO of the first and second friction clutches is set to a capacity necessary for the start, and the first Start of controlling the friction clutches based on the set total clutch capacity and the capacity distribution ratio by setting the capacity distribution ratio R1: R2 between the first friction clutch and the second friction clutch to a required ratio. And a starting control device for a twin clutch transmission for a vehicle. The start control device for a twin clutch transmission for a vehicle according to claim 1, wherein the capacity distribution ratio is determined according to at least an accelerator operation amount and a vehicle speed. 2. The vehicle according to claim 1, wherein a capacity distribution ratio to the first friction clutch is set to 0 when the rotation speed of the first transmission input shaft is higher than the rotation speed of the engine. Control device for twin-clutch transmission. The total clutch capacity required for starting is calculated by dividing the number of rotations of the first transmission input shaft and the number of rotations of the second transmission input shaft by the required ratio, and the engine speed. The start control device for a twin clutch transmission for a vehicle according to claim 1, wherein the start control device is determined according to First and second two transmission input shafts;
One transmission output shaft,
A first friction clutch interposed between the first transmission input shaft and the engine and a second friction clutch interposed between the second transmission input shaft and the engine;
A first transmission gear mechanism connected to the first transmission input shaft via a synchronizer capable of connecting and disconnecting power to achieve any one of a plurality of shift stages including at least a first speed stage;
A second transmission gear mechanism connected to the second transmission input shaft via a synchronizer capable of connecting and disconnecting power to achieve any one of a plurality of shift stages including at least a second speed stage;
A vehicle start control method for a twin clutch transmission for a vehicle, comprising:
When the vehicle is stopped before starting, the first transmission gear mechanism is set to the first speed and the second transmission gear mechanism is set to the second speed, and when the vehicle is started, The total torque transmission capacity TCO of the first and second friction clutches is set to a capacity necessary for starting, and a capacity distribution ratio R1: between the first friction clutch and the second friction clutch is set. A start control method for a twin clutch transmission for a vehicle, wherein R2 is set to a required ratio, and both the friction clutches are controlled based on the set total clutch capacity and the capacity distribution ratio.

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