JP4457094B2 - 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, and a transmission gear is interposed between each input shaft and the output shaft. The present invention relates to a start control device and a start control method for a twin clutch 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 a vehicle automatic transmission 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). Each transmission gear mechanism connected to each input shaft, and one transmission output shaft (hereinafter simply referred to as an output shaft) connected to each transmission gear mechanism. Selectively used and configured to use one of two transmission gear mechanisms.

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.
JP-A 63-305039 Japanese Patent Laid-Open No. 10-089456

By the way, the technique of Patent Document 1 is intended for a transmission having one start clutch, and when applied to the twin clutch transmission as described above, the start control is applied to one clutch. However, there is a possibility that heat generated when the slip control is transiently performed may accelerate the deterioration of the clutch. In addition, during the start control by one clutch, there is a problem that it is difficult to shift to the switching control when the speed change condition to the gear stage connected to the other clutch is established.

  Therefore, the inventors of the present application have described the above-described twin clutch transmission, that is, the first and second input shafts, the one output shaft, and the input shaft and the engine. A first transmission gear mechanism capable of achieving the first gear connected via a first and a second two friction clutches interposed between the first and second friction clutches and a synchronizing device capable of power connection / disconnection to the first input shaft; In a twin clutch type transmission having a second transmission gear mechanism capable of achieving the second gear connected via a synchronizer capable of connecting / disconnecting power to / from a second input shaft, the first clutch is set in advance when the vehicle starts. The first transmission gear mechanism is set to the first speed and the second transmission gear mechanism is set to the second speed, and the first and second friction clutches share the transmission torque at the required ratios R1 and R2, and the total transmission torque capacity Devised a technology to control the size of the vehicle to the size required for starting.

In this case, the problem is how to set the torque capacity necessary for starting.
In other words, the torque capacity Ts necessary for this start is a rotation obtained by internally dividing the rotational speed NI1 of the first input shaft and the rotational speed NI2 of the second input shaft at a predetermined ratio, as shown in the following equation (1), for example. It may be determined according to the ratio (speed ratio) e _id between the engine speed and the engine speed Ne.
Ts = f (e _id ) * (NE-offset) ² (1)
e _id = (NI1 * R1 + NI2 * R2) / NE
Ts: Torque capacity required for starting f: Capacity coefficient function NI1: Number of revolutions of first input shaft NI2: Number of revolutions of second input shaft R1: Distribution ratio of torque capacity to first friction clutch (0 ≦ R1 ≦ 1) )
R2: Distribution ratio of torque capacity to the second friction clutch (R2 = 1−R1)
NE: Engine speed
offset: Conformance constant (offset amount)
The capacity coefficient function is required for starting when the speed ratio e is 1 while the torque capacity Ts required for starting is minimized and the speed ratio e is away from 1 (greater than or less than 1). This is a function set to increase the torque capacity Ts. Since the engine torque is input to the first input shaft and / or the second input shaft at the start, the speed ratio e is usually smaller than 1, and the speed ratio e _id is naturally smaller than 1.

  By the way, in the start control, the torque sharing mainly with the first input shaft is performed at the time of starting. However, in order to smoothly shift up in the subsequent acceleration process, the torque distribution state mainly with the first input shaft is used. It is necessary to shift to a torque distribution state mainly composed of the second input shaft, in other words, to reduce the torque capacity distribution ratio R1 of the first input shaft and increase the torque capacity distribution ratio R2 of the second input shaft. .

Since the rotational speed NI2 of the second input shaft applied to the second speed is always lower than the rotational speed NI1 of the first input shaft applied to the first speed by the ratio of the gear ratio, as described above, the torque of the first input shaft When the capacity distribution ratio R1 is decreased and the torque capacity distribution ratio R2 of the second input shaft is increased, the speed ratio e _id is gradually decreased, so that the torque capacity Ts necessary for starting is gradually increased. As described above, when the torque capacity Ts necessary for start-up increases in response to the change in the distribution ratio for upshifting, an increase in engine-side rotation, so-called engine speed increase, is suppressed, and a good start-up is achieved. The problem that an acceleration feeling cannot be obtained occurs.

  The present invention has been devised by paying attention to such a problem, and in the twin clutch transmission, the twin clutch transmission can smoothly start the vehicle with good feeling. It is an object to provide a start control device and a start control method.

To achieve the above object, the starting control equipment for a vehicle twin clutch transmission of the present invention comprises first and second of the two transmission input shaft, and one transmission output shaft, the A first friction clutch interposed between a first transmission input shaft and an 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 / disconnecting power to achieve any one of a plurality of shift stages including at least a first speed stage; And a second transmission gear mechanism connected to the transmission input shaft of the second transmission through a synchronizer capable of connecting / disconnecting power to achieve any one of a plurality of transmission stages including at least the second speed stage. A vehicle start control device for a twin clutch transmission for a vehicle, before the vehicle starts When the vehicle state determination means for determining stop and start, and 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 speed change is performed. When each of the gear mechanisms is set to the second speed stage and the vehicle state determination means determines the start of the vehicle, the vehicle control apparatus includes a start control means for controlling both the friction clutches. the starting torque capacity the torque capacity required to start, and the starting torque capacity for the first friction clutch, and the starting torque capacity relating to the second friction clutch, the locus rising a blow of the engine rotation is in the same a start torque capacity setting means for setting as separately distribution ratio to said first friction clutch of the starting torque capacity and said second friction clutch R1: setting the R2 And min ratio setting means, wherein the starting torque capacity and the distribution ratio R1: a clutch capacity setting means for setting a clutch capacity of each friction clutch on the basis of the R2, the predetermined vehicle speed range, the distribution ratio of the Both gripping control for setting both the first and second friction clutches in a sliding engagement state with both of the values R1, R2 other than 0 is performed according to the accelerator operation amount and the vehicle speed of the engine, On the lower speed side of the vehicle speed than the predetermined vehicle speed region, the first friction clutch single engagement control for engaging only the first friction clutch is performed with the distribution ratio R1: R2 being 1: 0, The second friction clutch single engagement control for engaging only the second friction clutch with the distribution ratio R1: R2 being set to 0: 1 is performed on the high and low speed sides of the vehicle speed from the vehicle speed region. Have .

Before Symbol starting torque capacity setting means, an input-output rotational speed ratio of said first and second respective friction clutches, from said engine rotational speed, it is not preferable to calculate the respective starting torque capacity of the. Thereby, each starting torque capacity of the 1st friction clutch and the 2nd friction clutch can be set up certainly .

Also, the starting control means, the said distribution ratio when both gripping control R1: the R2, be determined by the revolution speed difference between the rotational speed of the first transmission input shaft and the rotational speed of the engine It has preferred. Thereby, for example, after the start, when the engine speed and the rotation speed of the first transmission input shaft become equal, the distribution ratio R1 of the first friction clutch can be set to 0. The transition to the second friction clutch single engagement control can be carried out smoothly.

In this case, the start control means preferably sets the distribution ratio of the first friction clutch to 0 when the rotational speed of the first transmission input shaft is larger than the rotational speed of the engine. better not. When the first friction clutch is engaged when the rotation speed of the first transmission input shaft is larger than the engine rotation speed, the first friction clutch decelerates the output rotation, and the second transmission input shaft On the other hand, it works as a brake, but this can be prevented.

Further, start control how the vehicle twin clutch transmission of the present invention comprises first and second of the two transmission input shaft, and one transmission output shaft, the first transmission input A first friction clutch interposed between the shaft and the engine; a second friction clutch interposed between the second transmission input shaft and the engine; and the first transmission input. A first transmission gear mechanism connected to the shaft via a synchronizer capable of connecting / disconnecting power and achieving any one of a plurality of shift stages including at least a first speed stage; and the second transmission input shaft And a second transmission gear mechanism for achieving any one of a plurality of shift stages including at least a second speed stage, and connected via a synchronizer capable of connecting and disconnecting power to the vehicle, and a twin clutch type for a vehicle A vehicle start control method for a transmission, wherein when the stop of the vehicle before start is determined. The first step of setting the first transmission gear mechanism to the first speed stage and the second transmission gear mechanism to the second speed stage, and then the start of the vehicle is determined. the starting torque capacity is required torque capacity, and the starting torque capacity for the first friction clutch, and the starting torque capacity relating to the second friction clutch, as the locus rising a blow of the engine rotation is in the same Setting the distribution ratio R1: R2 between the first friction clutch and the second friction clutch separately, and setting the starting torque capacity set for each friction clutch and the value of each distribution ratio R1, sets the clutch capacity of the two friction clutches based on the R2, the two friction clutches and a second step of controlling on the basis of the clutch capacity, the second scan In the predetermined vehicle speed region, both grip control, in which each of the first and second friction clutches is in a sliding engagement state by setting each of the distribution ratio values R1 and R2 to other than 0, This is carried out according to the accelerator operation amount of the engine and the vehicle speed, and on the lower speed side of the vehicle speed than the predetermined vehicle speed region, the distribution ratio R1: R2 is set to 1: 0 and only the first friction clutch is engaged. First engagement control of the first friction clutch is performed, and the distribution ratio R1: R2 is set to 0: 1 and the second friction clutch is engaged only on the higher and lower speed sides of the vehicle speed than the predetermined vehicle speed region. The second friction clutch single engagement control is performed .

If the start control instrumentation 置又 vehicular twin clutch transmission of the present invention According to the start control how, when the stop before the start of the vehicle, the first transmission gear mechanism to the first speed stage, the second transmission gear When the vehicle is started by setting each mechanism to the second speed stage, the starting torque capacity, which is the torque capacity required for starting, is set, and the distribution ratio of both friction clutches is set, and these set starting torque capacities are set. Since the engagement of both friction clutches is controlled based on the distribution ratio, the load of the clutch at the time of starting can be shared by both the first friction clutch and the second friction clutch, and the amount of heat generated by the clutch can be reduced. Since the load on each friction clutch is reduced, 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.

Since the starting torque capacity is set separately for the starting torque capacity of the first friction clutch and the starting torque capacity of the second friction clutch, the starting torque capacity is set to the second from the torque transmission state of the first input shaft main body. Thus, the transition to the torque transmission state of the main input shaft can be smoothly performed while the engine is running.
In addition, by setting the starting torque capacity related to the first friction clutch and the starting torque capacity related to the second friction clutch so that the blow-up trajectory of the engine rotation is the same, the first friction clutch and the second friction clutch It is possible to smoothly shift the distribution ratio with the friction clutch without causing the above-described problem that the engine speed is suppressed.
Then, the first friction clutch single engagement control, the double grip control, and the second friction clutch single engagement control are performed according to the accelerator operation amount and the vehicle speed, so that the shift according to the shift line is performed. The two gripping controls can be matched with each other, and the starting control can be performed smoothly.

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, and gears 21a, 21b, an engagement mechanism with a synchro mechanism (synchronizer, hereinafter simply referred to as synchro) 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 gears 24a and 24b comprising gears 22a and 22b and an engagement mechanism 22c with a synchro mechanism interposed between the second input shaft 15B and the second output shaft 16B. , 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.

The output end of the output side shaft 16A and the output end of the output side shaft 16B are connected to the output shaft 14 via the final gear 17, respectively, and the rotation of the output side shaft 16A and the output side shaft 16B The rotation is changed to a speed corresponding to the gear ratio of the final gear 17 and transmitted to the output shaft 14.
2, r1, r2, r3, r4, r5, r6, rf are a first speed gear set 21, a second speed gear set 22, a third speed gear group 23, a fourth speed gear group 24, and a fifth speed gear group 25. , 6-speed gearing assembly 26, which is the gear ratio of the final gear 17.

  In order to achieve the 1st, 3rd, and 5th gears with such a configuration, only the synchro 21c or 23c or 25c of the transmission gear set to be achieved is engaged, and the first clutch 12 is engaged. Then, the second clutch 13 is released. In order to achieve the 2nd, 4th, and 6th gears, only the synchro 22c or 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. The start control device 1 is configured as a part of a function of a shift control device 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 synchronization control unit 3B that controls engagement (fastening) and release is provided.

  The clutch control unit 3A includes a starting torque capacity calculating unit (starting torque capacity setting means) 31 that calculates (sets) a torque capacity (hereinafter referred to as starting torque capacity) Ts necessary for starting, and the starting torque capacity Ts. The distribution ratio calculation unit (distribution ratio setting means) 32 for setting the distribution ratio R1: R2 to the first clutch 12 and the second clutch 13 and the calculated starting torque capacity Ts and the distribution ratios R1, R2 An individual clutch capacity calculation unit (clutch capacity setting means) 33 for calculating the torque transmission capacity (clutch capacity) Tc1, Tc2 of the clutches 12, 13 is provided.

The starting torque capacity calculation unit 31 calculates the total torque (total torque capacity) transmitted by both the first clutch 12 and the second clutch 13 during shift control during normal driving after starting. It is a functional element specialized for start control in the function to be performed (total torque capacity calculation unit).
The control at the time of starting by the speed change control device 1 includes a preliminary control performed from the stop before starting (that is, the stop when the shift range is set to the D range) as a preparation stage, and the main control starting from the subsequent starting point. There is.

The preliminary control will be described. When the vehicle is stopped in the D range state, the first clutch 12 and the second clutch 13 are opened to perform the first transmission gear so that the general control of the twin clutch transmission is performed. The mechanism 20A engages the sync 21c of the first gear set 21 to set the first speed, and the second transmission gear mechanism 20B engages the sync 22c of the second 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 open state.

  Further, the throttle opening (throttle valve opening) TVO is input to the determination unit 34 from the throttle opening sensor, and when the throttle opening TVO exceeds a minute reference value when the vehicle is stopped, the vehicle is in a starting state. It is determined that there is something. Instead of the throttle opening, an accelerator opening (accelerator operation amount) θ may be used. That is, the accelerator opening θ may be input from the accelerator position sensor, and when the accelerator opening θ is greater than or equal to a minute reference value when the vehicle is stopped, it may be determined that the vehicle is in a starting state.

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).
That is, at the start of the D range, the first and second speed syncs are engaged, and the first clutch 12 of the input shaft 1 and / or the second clutch 13 of the input shaft 2 transmits power while sliding.

  Engagement of the first clutch 12 and the second clutch 13 at the time of start is set based on the vehicle speed VSP and the throttle opening TVO as shown in the map of FIG. That is, FIG. 3 is a shift map of the present transmission, and the low vehicle speed region is a region that uses only the first gear (the first gear region indicated by 1st in the figure). In this first gear region, Control for engaging only one clutch 12 (first friction clutch single engagement control) is performed. The higher vehicle speed region than the first gear region is a region where both the first clutch 12 and the second clutch 13 are slidably engaged (both gripped) and both the first gear and the second gear are used (both grip regions). In this both gripping region, the control (both gripping control) for sharing the transmission torque capacity between the first clutch 12 and the second clutch 13 at a required distribution ratio is performed. The higher vehicle speed range is a region that uses only the second speed stage (the second speed stage area indicated by 2nd in the drawing) than the both grip areas, and only the second clutch 13 is engaged in this second speed stage area. (First friction clutch single engagement control) is performed.

In such start control, the start torque capacity calculation unit 31 sets the start torque capacity TS separately for the first clutch 12 and the second clutch 13. That is, as shown in FIG. 4, the starting torque capacity TS1 used for the first clutch 12 is calculated as shown in the following equation (A1) by the first speed side clutch command torque calculator 31A and used for the second clutch 13. The starting torque capacity TS3 is calculated by the second speed side clutch command torque calculation unit 31B as shown in the following equation (A2).
TS1 = f ₁ (NI1 / NE) * (NE−offset) ² (A1)
TS2 = f ₂ (NI2 / NE) * (NE−offset) ² (A2)
NI1: rotational speed of the first input shaft NI2: rotational speed of the second input shaft NE: engine rotational speed
Offset: Fit constant (offset amount)

The above equations (A1) and (A2) are 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. (NI1 / NE) in equation (1) is the speed ratio e between the rotational speed NI1 of the first input shaft 15A and the engine rotational speed NE, and (NI2 / NE) is the rotational speed NI2 of the second input shaft 15B. And the engine speed NE. Each of f ₁ and f ₂ is a function (capacitance coefficient function) having the speed ratio e as a variable, and can be generally expressed as f (e), and the value of f (e) is the capacity coefficient C. Further, (NE-offset) corresponds to the engine speed.

In the present embodiment, the capacity coefficient C ₁ of the first clutch 12 is determined according to the speed ratio (NI1 / NE) by the capacity coefficient function f ₁ (NI1 / NE) with the speed ratio (NI1 / NE) as a variable. are determined, the capacity coefficient C ₂ of the second clutch 13, the capacity coefficient function f ₂ of the speed ratio (NI2 / NE) and variable (NI2 / NE), is determined according to the speed ratio (NI2 / NE) . In addition, when generally describing a speed ratio, a capacity coefficient function, and a capacity coefficient, they are denoted by e, f, and C, respectively.

  In general, 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. 4 can be a linear function as shown by a broken line in FIG. 4, but as the speed ratio e moves away from 1.0 as shown by a solid line in FIG. 5, the increasing rate of the torque coefficient C gradually decreases. Such a curve function is preferable because a torque-like clutch operation can be realized. In addition, 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 set to a sufficiently large value so as to have a capacity necessary for the start. .

  That is, if the capacity coefficient function f is set as shown by the solid line in FIG. 5, the clutch capacity coefficient C is set large until the speed ratio e of the clutch approaches to a value 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. As the speed ratio e approaches 1.0, the capacity coefficient C of the clutch 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 can be easily slipped with respect to the stepping-in operation and the returning operation, and the torque shock is suppressed with respect to the relatively rough accelerator operation.

In this embodiment, the capacity of the first clutch 12 coefficient function f ₁ and a capacity coefficient function f ₂ of the second clutch 13, the locus rising A blow of the engine due to the first speed using only the first clutch 12 when starting The start-up trajectory of engine rotation at the second speed using only the second clutch 13 at the start is set to be the same. This setting may use test results or theoretical calculation based on engine data.

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. 6, the offset correction amount (hereinafter referred to as offset amount) offset is an offset amount regardless of the magnitude of the throttle opening TVO when the throttle opening TVO is equal to or smaller than the predetermined opening TVO1. The offset is set to a predetermined value offset1. Further, when the throttle opening TVO exceeds the predetermined opening TVO1, the offset amount offset is set to be larger in proportion to the increase amount of the throttle opening TVO as the throttle opening TVO is larger. Yes.

That is, when the throttle opening TVO is small, the offset amount offset is set to a small value, and when the throttle opening TVO is large, the offset amount offset is set to a large value. In the range where the throttle opening TVO is equal to or larger than the predetermined opening TVO1, the offset amount offset is set to gradually increase as the throttle opening TVO increases.
In this case, the accelerator opening degree θ may be used instead of the throttle opening degree. That is, when the accelerator opening θ is equal to or smaller than the predetermined opening θ1, the offset amount offset is set to the predetermined value offset1 regardless of the magnitude of the accelerator opening θ. Further, when the accelerator opening θ exceeds the predetermined opening θ1, 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.

  Such an 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 degree θ is increased by the depression operation of the accelerator pedal 6 and the offset amount offset is increased as the throttle opening degree TVO is increased accordingly, the engine speed for control is the actual engine speed. Since it is estimated to be smaller than NE, the transmission torque (that is, torque capacity) is controlled slightly smaller accordingly. 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.

As shown in FIG. 7, the distribution ratio calculation unit 32 includes a basic distribution ratio calculation unit 32A, a distribution ratio correction gain calculation unit 32B, a first clutch distribution ratio determination unit 32C, and a second clutch distribution ratio determination unit 32D. Each function is provided.
The basic distribution ratio calculation unit 32A receives the accelerator operation amount detection value TVOs and the vehicle speed detection value VSPs, and calculates and outputs the basic distribution ratio R1b based on these values. Here, the description will be made focusing on the distribution ratio of the first clutch 12. As shown in the map of FIG. 3, the boundary line between the first gear region and both grip regions is a line with the basic distribution ratio R1b = 1, and the boundary line between both grip regions and the second gear region is the basic distribution ratio R1b. = 0 line.

Further, the basic distribution ratio R1b = 1 is fixed in the first speed region on the lower vehicle speed side than the line of the basic distribution ratio R1b = 1, and the second speed region on the higher vehicle speed side than the line of the basic distribution ratio R1b = 0. The basic distribution ratio R1b = 0 is fixed.
When the current vehicle speed VSPs and the current throttle opening TVOs are between the basic distribution ratio R1b = 1 line and the basic distribution ratio R1b = 0 line, the current vehicle speed VSPs and the distribution ratio R1 = 1 are set. The basic distribution ratio R1s (= 1−β /) is determined based on the difference β between the vehicle speed Vr1 and the difference α between the vehicle speed on the basic distribution ratio R1b = 0 line and the vehicle speed on the basic distribution ratio R1b = 1 line. α) can be determined. Since the distribution ratio R2 of the second clutch 13 is R2 = 1−R1, the basic distribution ratio R2s of the second clutch 13 is R2s = β / α.

  The distribution ratio correction gain calculation unit 32B calculates and outputs a correction gain GR according to a differential rotation speed (NE−NI1) obtained by subtracting the rotation speed NI1 of the first input shaft 15A from the engine rotation speed NE. As shown in FIG. 7, the correction gain GR is 1 when the differential rotational speed (NE−NI1) is equal to or greater than the predetermined rotational speed ΔN1, and is smaller as the differential rotational speed (NE−NI1) is smaller when the differential rotational speed ΔN1 or less. (Here, a linearly proportional relationship). Further, when the differential rotation speed (NE−NI1) is negative, the correction gain GR is set to zero. As a result, when the rotational speed NI1 of the first input shaft 15A exceeds the engine rotational speed NE, the distribution ratio of the first clutch 12 becomes 0, the first clutch 12 is controlled to the released state (clutch capacity is 0), and Even when the rotational speed NI1 of the first input shaft 15A is smaller than the engine rotational speed NE, the distribution ratio of the first clutch 12 becomes smaller as the rotational speed NI1 of the first input shaft 15A is closer to the engine rotational speed NE. The clutch capacity of the clutch 12 is reduced.

In the first clutch distribution ratio determination unit 32C, the basic distribution ratio R1b calculated by the basic distribution ratio calculation unit 32A is multiplied by the correction gain GR calculated by the distribution ratio correction gain calculation unit 32B to obtain the first clutch distribution ratio R1. (= R1b * GR) is calculated and output.
In the second clutch distribution ratio determining unit 32D, the first clutch distribution ratio R1 is subtracted from 1, and the second clutch distribution ratio R2 (= 1−R1) is calculated and output.

  Although not shown in FIG. 3, the map of FIG. 3 shows the 2nd speed → 3rd speed, 3rd speed → 4th speed, 4th speed → 5th speed with respect to the throttle opening TVO (or the accelerator operation amount θ) and the vehicle speed V. , 5th speed → 6th speed upshift line and 6th speed → 5th speed, 5th speed → 4th speed, 4th speed → 3rd speed, 3rd speed → 2nd speed downshift line are written together, and distribution ratio R1 in the shift map , R2 together with a reference line, the distribution ratio R1 of the first clutch 12 and the distribution ratio R2 of the second clutch 13, and the upshift line and the downshift line are set to the throttle opening (or accelerator). It is possible to manage them collectively in association with the operation amount) and the vehicle speed.

  In the individual clutch capacity calculation unit 33, a starting torque capacity TS1 used for the first clutch 12, a starting torque capacity TS2 used for the second clutch 13, a distribution ratio R1 to the first clutch 12, and a distribution to the first clutch 13 The ratio R2 is input, the capacity of the first clutch 12 (first speed side clutch command torque) TC1 is calculated by the product of the start torque capacity TS1 and the distribution ratio R1, and the product of the start torque capacity TS2 and the distribution ratio R2 Thus, the capacity (second gear clutch command torque) TC2 of the second clutch 13 is calculated and output.

Since the start control device for a twin clutch transmission for a vehicle 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. 8 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 gear set 21 of the first transmission gear mechanism 20A is engaged to set the first gear, and the sync 22c of the second 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 receives the detected accelerator operation amount TVOs and the vehicle speed VSPs and the calculated differential rotation speed (NE−NI1), and the csel operation amount TVOs, the vehicle speed VSPs, and the differential rotation. The distribution ratio R1 to the first clutch 12 and the distribution ratio R2 to the second clutch 13 are calculated from the number (NE-NI1), and the process proceeds to step S50.
In step S50, the starting torque capacity calculator 31 calculates the starting torque capacity TS1 used for the first clutch 12 from the engine speed NE, the rotational speed NI1 of the first input shaft 15A, and the rotational speed NI2 of the second input shaft 15B. The starting torque capacity TS2 used for the second clutch 13 is calculated, and the process proceeds to step S60.

In step S60, the individual clutch capacity calculation unit 33 calculates the capacity (first gear clutch command torque) TC1 of the first clutch 12 based on the product of the start torque capacity TS1 and the distribution ratio R1, and distributes the start torque capacity TS2 and the distribution. The capacity (second gear clutch command torque) TC2 of the second clutch 13 is calculated from the product with the ratio R2, 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.

With such control, when the vehicle starts, as shown in FIG. 9, at the beginning of the start, the distribution ratio R1 of the first clutch 12 is set to 1 (the distribution ratio R2 of the second clutch 13 is set to 0). The vehicle is started while the clutch 12 is slidingly engaged and the first speed gear set 21 of the first transmission gear mechanism 20A is used (first friction clutch single engagement control). Since the capacity (first gear clutch command torque) TC1 of the first clutch 12 gradually increases so as to follow the increase of the engine torque TE when the speed of the vehicle is generated, the amount of transmission of the engine output to the drive wheels increases. Thus, 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 (both grip control). 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, 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, the start control is finished, and the drive is performed with only the second clutch 13 engaged (the second friction clutch alone engaged). control). Thereafter, shift control during normal travel is performed.

  As described above, according to the start control device or the start control method for a twin clutch transmission for a vehicle according to the present embodiment, when the vehicle starts (between times t1 and t2 in FIG. 9), the first and second 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.

In addition, the initial time of starting the vehicle, the high gear (second speed) side of the second friction clutch 13 is engaged only the first friction clutch 12 at a low gear (first speed) side not engaged is, from the vehicle is starting to occur a minute speed, since the second friction clutch 13 of the high gear (second gear) side so that engage, excessive slippage of the second friction clutch 13 In addition, the engine speed is increased and the starting feeling is improved.

Further, the basic value (basic distribution ratio) of the distribution ratio of the first and second friction clutches 12 and 13 is determined according to the throttle opening (or the accelerator operation amount) and the vehicle speed, so that the start and the auto-up are performed. It becomes possible to connect the speed change smoothly, and drivability can be improved.
Further, since the distribution ratio of the first friction clutch 12 is set to be smaller as the differential rotation is smaller based on the differential rotation between the engine rotation speed NE and the rotation speed NI1 of the first input shaft 15A. The clutch change for the auto upshift that gradually increases the torque capacity of the second friction clutch 13 while gradually decreasing the torque capacity of the friction clutch 12 can be performed smoothly.

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.
Furthermore, as for the clutch capacity (starting torque capacity) required for starting, the starting torque capacity TS1 of the first clutch 12 and the starting torque capacity TS2 of the second clutch 12 are set separately, so the first The transition from the torque transmission state of the input shaft 15A main body (torque transmission state on the first gear stage) to the torque transmission state of the second input shaft 15B main body (torque transmission state on the second gear stage side) You will be able to go smoothly while realizing it.

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-described embodiment, the basic distribution ratio is corrected with the correction gain, but the basic distribution ratio can be directly used as the distribution ratio.
Further, 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. The basic distribution ratio R1 of the first input shaft 15A is determined in accordance with the throttle opening (accelerator operation amount) and the vehicle speed, but is simply set to the rotational speed NI1 of the first input shaft 15A and the engine rotational speed NE. It is also conceivable to set the basic distribution ratio R1 based on this.

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 control aspect and torque capacity distribution ratio which are used for start control concerning one embodiment of the present invention. It is a block diagram which shows the starting torque capacity setting means and clutch capacity setting means concerning one Embodiment of this 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 block diagram which shows the distribution ratio setting means concerning one Embodiment of this 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, and shows change of engine speed, the 1st input shaft speed, change of the 2nd input shaft speed, change of torque, and change of distribution ratio. .

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 1 speed gear set 22 2 speed gear set 23 3 speed gear set 24 4 speed gear set 25 5 speed gear set 26 6 speed gear set 21a, 21b, 23a, 23b, 25a, 25b Gears 22a, 22b, 24a, 24b, 26a, 26b Gears 21c, 23c, 25c Engagement mechanism with synchro mechanism as a synchronizer (synchro)
22c, 24c, 26c Engagement mechanism with synchro mechanism (synchronizer) as a synchronizer
31 Starting torque capacity calculation unit (starting torque capacity setting means)
32 Allocation ratio calculation unit (allocation ratio setting means)
32A Basic distribution ratio calculation unit 32B Distribution ratio correction gain calculation unit 32C First clutch distribution ratio determination unit 32D Second clutch distribution ratio determination unit 33 Individual clutch capacity calculation unit (clutch capacity setting means)
34 determination unit (vehicle state determination means)

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 / 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 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. A start control means for controlling both the friction clutches when the vehicle state is determined by the vehicle state determination means;
The start control means includes:
Wherein the starting torque capacity the torque capacity required to start, and the starting torque capacity for the first friction clutch, and the starting torque capacity relating to the second friction clutch, the locus rising A blow of the engine rotation is the same Starting torque capacity setting means to be set separately to be ,
A distribution ratio setting means for setting a distribution ratio R1: R2 of the starting torque capacity to the first friction clutch and the second friction clutch;
Clutch capacity setting means for setting a clutch capacity of each friction clutch based on each starting torque capacity and the distribution ratio R1: R2 .
In a predetermined vehicle speed range, both grip control, in which both of the distribution ratio values R1 and R2 are both non-zero and the first and second friction clutches are both in a sliding engagement state, is performed by the accelerator operation of the engine. The first friction clutch is implemented according to the amount and the vehicle speed, and engages only the first friction clutch with the distribution ratio R1: R2 being 1: 0 on the lower speed side of the vehicle speed than the predetermined vehicle speed region. A single engagement control is performed, and the second friction clutch alone that engages only the second friction clutch by setting the distribution ratio R1: R2 to 0: 1 on the higher and lower speed sides of the vehicle speed than the predetermined vehicle speed region. A start control device for a twin clutch transmission for a vehicle, wherein engagement control is performed . The start torque capacity setting means calculates each start torque capacity from a ratio of input / output speeds of the first and second friction clutches and the engine speed. claim 1 Symbol placement of start control device for a vehicular twin clutch transmission. The start control means determines the distribution ratio R1: R2 at the time of the both grip control based on a differential rotational speed between the rotational speed of the engine and the rotational speed of the first transmission input shaft. The start control device for a twin clutch transmission for a vehicle according to claim 1 or 2 . The start control means sets the distribution ratio of the first friction clutch to 0 when the rotational speed of the first transmission input shaft is larger than the rotational speed of the engine. The start control device for a twin clutch transmission for a vehicle according to claim 3 . 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 / 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:
A first step of setting the first transmission gear mechanism to the first speed and the second transmission gear mechanism to the second speed when it is determined that the vehicle is stopped before starting;
Thereafter, when the start of the vehicle is determined, the start torque capacity, which is a torque capacity necessary for start, is set to the start torque capacity related to the first friction clutch, and the start torque capacity related to the second friction clutch. Are set separately so that the engine rotation blow-up trajectory is the same, and a distribution ratio R1: R2 between the first friction clutch and the second friction clutch is set, so that each friction clutch is set. A second step of setting clutch capacities of the friction clutches based on the set starting torque capacity and the distribution ratio values R1, R2, and controlling the friction clutches based on the clutch capacity; the equipped,
In the second step, in the predetermined vehicle speed region, both grips in which the distribution ratio values R1 and R2 are both non-zero and the first and second friction clutches are both in a sliding engagement state. The control is performed according to the accelerator operation amount of the engine and the vehicle speed. On the lower speed side of the vehicle speed than the predetermined vehicle speed region, the distribution ratio R1: R2 is set to 1: 0 and only the first friction clutch is operated. First engagement control of the first friction clutch to be engaged is performed, and the distribution ratio R1: R2 is set to 0: 1 and only the second friction clutch is engaged on the high and low speed sides of the vehicle speed from the predetermined vehicle speed region. A start control method for a twin-clutch transmission for a vehicle, wherein the second friction clutch single engagement control to be combined is performed .

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