JP4708394B2 - Control method of car - Google Patents

Description

  The present invention relates to a method for controlling an automatic transmission in an automobile.

  Automobiles with manual transmissions have better fuel efficiency than those equipped with transmissions using torque converters. However, it is difficult to operate the clutch and the accelerator when starting. If the clutch / accelerator operation at the time of starting is not successful, a so-called phenomenon of soaring occurs in which a large shock occurs when the clutch is engaged, or the engine speed increases rapidly if the clutch pressure is not sufficient. In addition, a so-called engine stall may occur that causes the engine to stop suddenly when the engine speed is not sufficient or when the engine stops on a slope.

In order to solve these problems, an automatic MT (automated manual transmission) has recently been developed, which uses a manual transmission mechanism to automate clutch and gear changes. In particular, for example, Patent Literature 1 discloses a technique for clutch control at the time of starting.
Japanese Patent Laid-Open No. 60-11720

  However, in starting and shifting control in automatic MT (automated manual transmission), acceleration fluctuations may occur due to the release / engagement operation of the starting clutch, which may give the passenger an uncomfortable feeling.

  In addition, the automatic MT (automated manual transmission) is an AT vehicle because the clutch for transmitting the driving force of the engine from the engine output shaft is released even when the range lever is in the drive range position. Unlike the AT car, there is no creep torque, and the startability when starting the vehicle is low.

  An object of the present invention is to control a clutch that transmits engine driving force from an engine output shaft, thereby suppressing acceleration fluctuations at the time of starting and shifting and improving shifting performance.

In order to solve the above one object, the present invention provides a first clutch that is interposed between an engine and a gear-type transmission, and that intermittently transmits torque between the engine and a drive wheel, and the gear-type transmission. In a vehicle control method, comprising torque transmission means between an input shaft and an output shaft of a transmission, wherein the torque transmission means is a meshing clutch, and the first clutch is controlled at the time of starting and shifting.
At the time of starting, the transmission torque of the first clutch is controlled based on the rotational speed difference between the engine and the input shaft, and the rotational speed difference between the engine and the input shaft is gradually reduced to a predetermined value. When entering the range, the target position of the first clutch is kept constant, and the transmission torque of the first clutch is controlled to be held within a predetermined range, and the engine speed and the rotational speed of the input shaft are After the rotation speed becomes the same, the clutch is further stroked to the maximum position on the engagement side to reach the complete engagement position.

  With this configuration, it is possible to improve the speed change performance by controlling the clutch that transmits the driving force of the engine from the engine output shaft to suppress acceleration fluctuations at the time of start and speed change.

  ADVANTAGE OF THE INVENTION According to this invention, the acceleration fluctuation | variation can be suppressed and the speed change performance of the automatic transmission at the time of start and a gear shift can be improved.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a block diagram showing an embodiment of an automatic transmission control method and an automatic transmission control apparatus according to the present invention.

  The engine 1 is provided with an engine speed sensor 2 for measuring the speed Ne of the engine 1 and an electronically controlled throttle 3 for adjusting the engine torque so that the torque of the engine 1 can be controlled with high accuracy. It has become. That is, in the engine 1, the intake air amount is controlled by an electronic control throttle 3 provided in an intake pipe (not shown), and a fuel amount corresponding to the intake air amount is injected from a fuel injection device (not shown). Further, in the engine 1, the ignition timing is determined from signals such as the air-fuel ratio determined from the air amount and the fuel amount, the engine speed Ne, and the like, and ignition is performed by an ignition device (not shown). This fuel injection device has an intake port injection method in which fuel is injected into an intake port or an in-cylinder injection method in which fuel is directly injected into a cylinder. However, an operating range (engine torque and engine speed) required for an engine is required. It is advantageous to use an engine of a system that can reduce fuel consumption and has good exhaust performance.

  The engine output shaft 4 of the engine 1 is provided with a first clutch 5, and the torque of the engine 1 can be transmitted to the input shaft 11. The first clutch 5 is generally a dry single plate system, but all friction clutches such as a wet multi-plate clutch and an electromagnetic clutch can also be used. The input shaft 11 is provided with a first drive gear 6, a second drive gear 7, a third drive gear 8 and a fourth drive gear 9. For controlling the pressing force (clutch torque) of the first clutch 5, an actuator 25 driven by hydraulic pressure is used. By adjusting the pressing force (clutch torque) of the first clutch 5, the engine The power transmission from the engine output shaft 4 to the input shaft 11 can be cut off and connected.

  The first drive gear 6, the second drive gear 7, the third drive gear 8, and the fourth drive gear 9 are fixed to the input shaft 11. The fourth drive gear 9 is also used to detect the rotational speed Nin of the input shaft 11. In the vicinity of the fourth drive gear 9, the rotational speed of the fourth drive gear 9 is detected to detect the input shaft 11. A sensor 10 is provided for detecting the rotational speed Nin of the motor.

  On the other hand, a first driven gear 13, a second driven gear 14, a third driven gear 15, and a fourth driven gear 16 are rotatably provided on the drive wheel output shaft 12 of the transmission. The first driven gear 13 is meshed with the first drive gear 6, the second driven gear 14 is meshed with the second drive gear 7, and the third driven gear 15 is coupled with the third drive gear 7. The fourth driven gear 16 is meshed with the fourth drive gear 9.

  Between the first driven gear 13 and the second driven gear 14, the first driven gear 13 is engaged with the drive wheel output shaft 12, or the second driven gear 14 is engaged with the drive wheel output shaft 12. A second clutch (called a meshing clutch or a dog clutch) 18 having a synchronizer mechanism is provided. The first driven gear 13 and the second driven gear 14 are provided with stoppers (not shown) so as not to move in the axial direction of the drive wheel output shaft 12. The second clutch 18 is provided with grooves (not shown) that mesh with a plurality of grooves (not shown) provided on the drive wheel output shaft 12, and is movable in the axial direction of the drive wheel output shaft 12. However, the movement of the drive wheel output shaft 12 in the rotational direction is limited. Therefore, the rotational torque transmitted from the first drive gear 6 or the second drive gear 7 to the first driven gear 13 or the second driven gear 14 is transmitted to the second clutch 18, and the second clutch 18 is To be transmitted to the drive wheel output shaft 12.

  Further, between the third driven gear 15 and the fourth driven gear 16, the third driven gear 15 is engaged with the drive wheel output shaft 12, or the fourth driven gear 16 is engaged with the drive wheel output shaft 12. A third clutch (called a meshing clutch or a dog clutch) 19 having a synchronizer mechanism is provided. The third driven gear 15 and the fourth driven gear 16 are provided with stoppers (not shown) so as not to move in the axial direction of the drive wheel output shaft 12. The third clutch 19 is provided with grooves (not shown) that mesh with a plurality of grooves (not shown) provided on the drive wheel output shaft 12, and is movable in the axial direction of the drive wheel output shaft 12. However, the movement of the drive wheel output shaft 12 in the rotational direction is limited. Therefore, the rotational torque transmitted from the third drive gear 8 or the fourth drive gear 9 to the third driven gear 15 or the fourth driven gear 16 is transmitted to the third clutch 19, and the third clutch 19 is To be transmitted to the drive wheel output shaft 12.

  Thus, in order to transmit the rotational torque of the input shaft 11 to the second clutch 18, the second clutch 18 is moved in the axial direction of the drive wheel output shaft 12, and the second clutch 18 is moved to the first clutch 18. It is necessary to fasten with the driven gear 13 or the second driven gear 14, and in order to fasten the first driven gear 13 or the second driven gear 14 and the drive wheel output shaft 12, the second clutch 18 is moved. However, an actuator 24 driven by hydraulic pressure is used to move the second clutch 18. By fastening the second clutch 18 to the first driven gear 13 or the second driven gear 14, the rotational torque of the input shaft 11 can be transmitted to the drive wheel output shaft 12 via the second clutch 18. it can. The second clutch 18 is used to detect the rotational speed No of the drive wheel output shaft 12, and a sensor 17 for detecting the rotational speed of the drive wheel output shaft 12 is provided in the vicinity of the second clutch 18. It has been.

  In order to transmit the rotational torque of the input shaft 11 to the third clutch 19, the third clutch 19 is moved in the axial direction of the drive wheel output shaft 12, and the third clutch 19 is moved to the third driven gear 15. Alternatively, the third driven gear 16 needs to be fastened, and the third driven gear 15 or the fourth driven gear 16 and the drive wheel output shaft 12 are fastened by moving the third clutch 19. In order to move the third clutch 19, an actuator 23 driven by hydraulic pressure is used. By fastening the third clutch 19 to the third driven gear 15 or the fourth driven gear 16, the rotational torque of the input shaft 11 can be transmitted to the drive wheel output shaft 12 via the third clutch 19. it can.

  Thus, from the first drive gear 6, the second drive gear 7, the third drive gear 8, and the fourth drive gear 9, the first driven gear 13, the second driven gear 14, the third driven gear 15, The rotational torque of the input shaft 11 transmitted to the drive wheel output shaft 12 via the fourth driven gear 16 is transmitted to the axle 21 via the differential gear 20 to rotate the drive wheels 22.

  The actuator 25 that drives the first clutch, the actuator 24 that drives the second clutch, and the actuator 23 that drives the third clutch control the hydraulic pressure applied to each actuator by the hydraulic control unit 26, and are provided in each actuator. Each clutch is controlled by adjusting the stroke amount of a hydraulic cylinder (not shown). The electronic control throttle 3 controls the throttle opening degree by the engine control unit 27. The hydraulic control unit 26 and the engine control unit 27 are controlled by the powertrain control unit 100.

  As shown in FIG. 2, the powertrain control unit 100 includes a vehicle speed detecting means 101, a start / shift command generating means 102, a dog clutch control means 103, a start clutch control means 104, an engine torque control means 105, The driver will detection means 110 is configured.

  This vehicle speed detecting means 101 is for taking in the rotational speed No of the drive wheel output shaft 12 outputted from the sensor 17 and detecting the vehicle speed. Further, the driver will detection means 110 detects a signal indicating the position of the shift lever, such as P range, R range, N range, and D range, an accelerator pedal depression amount α, and whether or not the brake is depressed. The on / off signal from the brake switch and the cylinder pressure value of the brake master are taken in and the driver's desire to travel is detected. That is, for example, when the driver depresses the accelerator pedal with the shift range set to the D range or the like, the driver will detection means 110 determines that the driver has the intention of starting and accelerating. The presence of a will is detected, and when the driver depresses the brake pedal, it is determined that the driver has a will to decelerate and stop, and the presence of a will to decelerate and stop is detected.

  Further, the start / shift command generating means 102 is a signal indicating the driver's intention (willing to start / accelerate or decelerate / stop) output from the driver will detection means 110 and a road gradient detection sensor. The dog clutch position from the sensor which detects the signal value which shows the road gradient detected, the vehicle speed value output from the vehicle speed detection means 101, and the position of the 2nd clutch 18 and the 3rd clutch 19 It takes in signals and outputs start / shift command signals. When a start / shift command is output from the start / shift command generating means 102, the command value is input to the dog clutch control means 103, the start clutch control means 104, and the engine torque control means 105.

  Further, the dog clutch control means 103 includes a dog clutch position signal output from a sensor for detecting where the positions of the second clutch 18 and the third clutch 19 are, and the start clutch (first clutch 5). An actuator 24 that takes in a signal indicating the position (stroke amount of the hydraulic cylinder) and drives the second clutch 18 and the third clutch 19 based on the start command or shift command output from the start / shift command generation means 102; 23 outputs a hydraulic control command value for controlling the hydraulic pressure. The dog clutch control unit 103 drives the actuators 24 and 23 based on the start command or the shift command output from the start / shift command generating unit 102, and engages / releases the second clutch 18 and the third clutch 19. Is controlling.

  When the command signal output from the start / shift command generating unit 102 is a start command, the start clutch control unit 104 detects a position of the second clutch 18 and the third clutch 19 from a sensor. The dog clutch position signal that is output, the rotational speed Ni of the input shaft 11 of the transmission that is output from the sensor 10, the throttle opening value that is output from the throttle opening sensor, and the engine rotational speed sensor 2 A signal indicating the rotational speed Ne of the engine 1 and the position of the starting clutch (first clutch 5) (stroke amount of the hydraulic cylinder) is taken in, and the starting clutch (first clutch 5) at the time of starting is taken from these input values. A drive hydraulic pressure command value for the actuator 25 that controls fastening, slipping, and releasing is output. The start clutch control means 104 detects where the positions of the second clutch 18 and the third clutch 19 are when the command signal output from the start / shift command generation means 102 is a shift command. From the dog clutch position signal output from the sensor, the rotational speed Ni of the input shaft 11 of the transmission output from the sensor 10, the throttle opening value output from the throttle opening sensor, and the engine speed sensor 2 A signal indicating the output speed Ne of the engine 1 and the position of the starting clutch (first clutch 5) (stroke amount of the hydraulic cylinder) is taken in, and the starting clutch (first clutch) at the time of shifting is obtained from these input values. The drive hydraulic pressure command value of the actuator 25 for controlling the fastening / slip / release of 5) is output.

  The engine torque control means 105 then detects the position of the starting clutch (first clutch 5), the engine speed Ne output from the engine speed sensor 2, and the throttle opening output from the throttle opening sensor. The target throttle opening is obtained and output based on the value and the start command or shift command at the time of start or shift output from the start / shift command generating means 102.

  Next, control when the starting clutch (first clutch 5) is engaged at the time of starting will be described with reference to FIGS.

  FIG. 3 is a time chart of control when the starting clutch (first clutch 5) is engaged at the time of starting. FIG. 4 is a flowchart of control when engaging the starting clutch (first clutch 5) at the time of starting. 5 is an explanatory diagram showing a method for detecting the target position of the starting clutch (first clutch 5), and FIG. 6 is a flowchart for controlling the throttle valve when the starting clutch (first clutch 5) is engaged.

  In FIG. 3, the shift lever is in the drive range (D) and the second clutch 18 is engaged with the first driven gear 13 (first-speed driven gear). At this time, the starting clutch (first clutch 5) is in a released state. From this state, the throttle valve opening is controlled to become the target throttle opening (θRef1) at the time point a when the accelerator petal is depressed and the amount of depression of the accelerator petal reaches a predetermined value (αSTA). The stroke for engaging and driving the starting clutch (first clutch 5) starts to move (movement of the starting clutch position). When the starting clutch (first clutch 5) starts to be engaged (slip engagement) with the throttle valve opening being maintained at the target throttle opening (θRef1), the transmission of the starting clutch is performed. Torque begins to rise. At the same time, the output torque Tout of the drive wheel output shaft 12 starts to increase.

  Thus, when the starting clutch (first clutch 5) starts to be engaged (slip engagement) (at time point b), the throttle valve starts to open again and opens to a predetermined opening. From point b to point c (when the rotational speed Ni of the input shaft 11 reaches a predetermined value cNi), the transmission torque of the starting clutch (first clutch 5) is controlled based on the torque of the engine 1. . That is, an estimated engine torque map 501 showing an estimated engine torque value with respect to the engine speed Ne determined by the throttle opening as shown in FIG. 5 based on the engine speed Ne input from the engine speed sensor 2 and the throttle opening θ. From this, the estimated engine torque value at that time is obtained. Based on this estimated engine torque value, a characteristic map 502 indicating the starting clutch position (stroke position of the first clutch 5) with respect to the estimated engine torque as shown in FIG. 5 is obtained from the estimated engine torque map 501 indicating the estimated engine torque value. The starting clutch target position (stroke target position of the first clutch 5) is obtained based on the estimated engine torque value, and the stroke of the first clutch 5 is moved by controlling the hydraulic pressure of the actuator 25 so as to reach this stroke target position. To do.

  From the point c to the point d (when the difference between the engine rotational speed Ne and the input shaft rotational speed Ni reaches a predetermined value), the difference between the engine rotational speed Ne and the rotational speed Ni of the input shaft 11 is shown. Based on this feedback control, the transmission torque of the starting clutch is controlled, and the engine torque is controlled based on the starting clutch transmission torque (engine torque control means 105). That is, the difference between the engine rotational speed Ne and the rotational speed Ni of the input shaft 11 is used as a feedback value to control the starting clutch transmission torque, and the difference in rotational speed between the engine rotational speed Ne and the rotational speed Ni of the input shaft 11 is determined. Control to be a predetermined value. In this feedback control, the movement control (starting clutch position control) of the starting clutch (first clutch 5) is performed so that the rotational speed Ni of the input shaft 11 approaches the engine rotational speed Ne, and the engine rotational speed Ne and the input shaft 11 are controlled. This is repeated until the rotational speed of the difference from the rotational speed Ni reaches a predetermined value. In this feedback control, when the engine speed Ne and the engine speed Ni of the input shaft 11 are large, the amount of increase in the transmission torque of the starting clutch is large, and when the engine speed difference is small, the start clutch is controlled. Control to reduce the increase in transmission torque.

  In this control, the rotational speed of the difference between the engine rotational speed Ne input from the engine rotational speed sensor 2 and the rotational speed Ni of the input shaft 11 input from the sensor 10 is obtained, and the engine rotational speed Ne and the rotational speed of the input shaft 11 are calculated. This is repeated until the rotational speed of the difference from the number Ni reaches a predetermined value (time point d). The engine speed Ne at this time should increase as the throttle valve begins to open, but at this time, the first clutch 5 is gradually engaged and a load is applied to the engine. To be kept. Further, the rotational speed Ni of the input shaft 11 gradually increases as the first clutch 5 is engaged. The vehicle speed Vsp increases in proportion to the increase in the rotational speed Ni of the input shaft 11. Further, the output torque Tout of the drive wheel output shaft 12 starts to increase from the time when the first clutch 5 starts to be engaged (time b), and the difference between the engine speed Ne and the speed Ni of the input shaft 11 is increased. It becomes stable when the rotation speed reaches a certain value.

  When the difference between the engine speed Ne and the rotational speed Ni of the input shaft 11 reaches a predetermined value (at time d) by the feed hack control based on the rotational speed difference, the start clutch transmission torque starts within a predetermined range. Controls the engagement of the clutch. The starting clutch transmission torque can be controlled by controlling the stroke amount for driving the starting clutch (first clutch 5). Alternatively, it can be performed by controlling the hydraulic pressure of the actuator 25 that drives the starting clutch (first clutch 5). The above control is performed until it is confirmed that the first clutch 5 is engaged (time point e), and the confirmation that the first clutch 5 is engaged is determined by the engine speed Ne. This is performed when the rotational speed Ni of the input shaft is the same.

  After confirming that the first clutch 5 is engaged (time point e), the first clutch 5 is completely engaged (hydraulic pressure is released), and the control at the time of starting is completed.

  Next, control when the first clutch 5 is engaged based on the time chart shown in FIG. 3 will be described with reference to the flowchart shown in FIG.

  In the figure, in step 401, the accelerator petal is depressed in the state where the shift lever is in the drive range (D) and the first driven gear 13 (first speed driven gear) is engaged by the second clutch 18, When a start command is output from the shift command generation means 102, in step 402, the start clutch target position STARef is calculated as STARef = STARef1.

When the starting clutch target position is calculated in step 402, the hydraulic pressure command value (TSTAP) of the actuator 25 that controls the stroke amount of the first clutch 5 based on the starting clutch target position obtained in step 402 in step 403. Is output. Based on the hydraulic pressure command value (TSTAP) of the actuator 25, the stroke of the first clutch 5 is controlled.

  When the hydraulic pressure command value (TSTAP) of the actuator 25 is output in step 403, whether the starting clutch (stroke of the first clutch 5) position (STAPos) has reached the starting clutch target position (STARef1) in step 404. And waits until the start clutch (stroke of the first clutch 5) position (STAPos) reaches the start clutch target position (STARef1). In step 404, the start clutch (stroke of the first clutch 5) position If it is determined that (STAPos) has reached the start clutch target position (STARef1), the rotational speed Ni of the input shaft is captured from the sensor 10 in step 405, and the engine rotational speed Ne is captured from the engine rotational speed sensor 2 in step 406. , Step In 407, it takes in the throttle opening theta.

  In step 408, the starting clutch target position (stroke target position of the first clutch 5) is calculated from the engine speed Ne and the throttle opening θ, and in step 409, the starting clutch target position calculated in step 408 is calculated. Is output to the hydraulic control unit 26. In step 410, it is determined whether or not the rotational speed Ni of the input shaft has reached a predetermined rotational speed (cNi). If it is determined that the rotational speed Ni of the input shaft has reached a predetermined rotational speed (cNi), In step 411, the rotational speed Ni of the input shaft is captured from the sensor 10, and in step 412, the engine rotational speed Ne is captured from the engine rotational speed sensor 2. In step 413, the rotational speed (EN) of the difference between the rotational speed Ni of the input shaft and the engine rotational speed Ne is calculated. In step 414, the starting clutch target position (STARef1) is calculated from the rotational speed (EN) of the difference. Is calculated. When the rotational speed difference (EN) between the engine rotational speed Ne and the input shaft rotational speed Ni is large, the increase amount of the starting clutch target position (STARef1) is large, and when the rotational speed difference is small, the starting clutch target position (STARef1). Reduce the amount of increase. When the starting clutch target position is calculated in step 414, the hydraulic pressure command value (TSTAP) of the actuator 25 that controls the stroke of the first clutch 5 based on the starting clutch target position obtained in step 414 is calculated in step 415. Output. Based on the hydraulic pressure command value (TSTAP) of the actuator 25, the actuator 25 that drives the first clutch 5 is controlled, and the stroke amount is controlled.

  Next, in step 416, it is determined whether or not the difference rotation speed (EN) is smaller than the first set rotation speed (cEN1). In step 416, the difference rotation speed (EN) is a predetermined rotation speed. If it is determined that the value is smaller than (cEN1), the target position of the stroke position for driving the first clutch is calculated in step 417, and the calculation result is output in step 418. In step 419, it is determined whether or not the difference rotational speed (EN) is smaller than the second set rotational speed (cEN2). In step 419, the differential rotational speed (EN) is set to the second set rotational speed. If it is determined that the value is smaller than the number (cEN2), in step 420, “0” (release hydraulic pressure) is output as the hydraulic pressure command value (TSTAP) of the actuator 25 that controls the stroke position for driving the first clutch 5.

  FIG. 6 shows a flowchart of control of the throttle valve when the first clutch 5 is engaged.

  In the figure, in step 601, the accelerator petal is depressed in the state where the shift lever is in the drive range (D) and the first driven gear 13 (first speed driven gear) is engaged by the second clutch 18, When the start command is output from the shift command generation means 102, in step 602, the first opening of the throttle valve is calculated, and the target throttle opening θRef (θRef1) is set by the engine torque control means 105. In 603, the target throttle opening degree θRef set in step 602 is output from the engine torque control means 105 to the electronic control throttle 3. In step 604, it is determined whether or not the starting clutch (stroke of the first clutch 5) position (STAPos) has reached the starting clutch target position (STARef1), and the starting clutch (stroke of the first clutch 5). If it is determined that the position (STAPos) has reached the start clutch target position (STARef1), in step 605, the accelerator pedal depressing amount α is read. Further, at step 606, the second target throttle opening degree θRef (k) obtained by adding the predetermined throttle opening degree dθ to the target throttle opening degree θRef is set to θRef (k) = θRef (k−1) by the engine torque control means 105. The second target throttle opening θRef (k) calculated in step 606 is output to the electronic control throttle 3. However, θRef (k) is the current calculated value of the target throttle opening when the calculation is executed at regular intervals in the powertrain control unit 100, and θRef (k−1) is the previous calculated value of the target throttle opening. Yes, dθ is the amount of addition every fixed period. By calculating in this way, the target throttle opening degree θRef (k) can be controlled in a ramp shape (increased with a constant inclination). Thereafter, in step 608, it is determined whether or not the throttle opening θ has reached the second target throttle opening F (α), and if the throttle opening θ has reached the second target throttle opening F (α). This flow is finished.

  Next, control when the first clutch 5 is engaged at the time of shifting will be described with reference to FIG. 7 as an example of shifting from the first speed to the second speed.

  At the time of shifting, when there is a shift request from the first speed to the second speed with the second clutch 18 engaged with the first driven gear 13 (first speed driven gear), first, at the point of a, the starting clutch (first clutch) The clutch 5) is released (starting clutch transmission torque becomes “0”). At this time, the opening degree of the throttle valve is lowered to the target throttle opening degree.

As the starting clutch is released, the output shaft torque also decreases. Thereafter, between bc, the second clutch (meshing clutch) 18 is released from the first driven gear 13 (first-speed driven gear), and the second clutch (meshing clutch) 18 is moved to the second driven gear 14 ( Fastened to 2nd speed driven gear).

  Thereafter, the engagement control of the starting clutch (first clutch 5) is performed. The engagement control of the starting clutch (first clutch 5) at this time is performed similarly to the control described in FIG.

  FIG. 8 shows a second embodiment of the automobile control apparatus according to the present invention. This embodiment differs from the embodiment shown in FIG. 1 in that the embodiment shown in FIG. 1 is a four-speed automatic MT and the driven gear switching clutch is constituted by a meshing clutch. This embodiment is an automatic MT of five-speed shift, and a meshing clutch is used for switching between the first-speed driven gear and the second-speed driven gear, and switching between the fourth-speed driven gear and the fifth-speed driven gear. A friction type (for example, wet multi-plate type) clutch is used. Other than that, there is no difference from the embodiment shown in FIG.

  That is, a fifth driven gear 802 is rotatably provided between the second driven gear 14 and the third driven gear 15 on the drive wheel output shaft 12, and the fifth drive that meshes with the fifth driven gear 802. A gear 801 is fixed to the input shaft 11. The fifth driven gear 802 and the drive wheel output shaft 12 are engaged by a friction-type fourth clutch 803. The fourth clutch 803 is controlled by an actuator 804.

  FIG. 9 shows a third embodiment of the automobile control apparatus according to the present invention.

  This embodiment is different from the embodiment shown in FIG. 1 in that the embodiment shown in FIG. 1 is configured to transmit engine torque to the input shaft 11 by the first clutch 5. On the other hand, this embodiment is constituted by a twin clutch. In other words, reference numeral 901 denotes a dry single-plate second clutch that is directly connected to the second input shaft 902. Reference numeral 903 denotes a dry single-plate first clutch that is directly connected to the input shaft 11. The second input shaft 902 is hollow, and the input shaft 11 passes through the hollow portion of the second input shaft 902 and can be moved relative to the second input shaft 902 in the rotational direction. ing. A first drive gear 6 and a second drive gear 7 are fixed to the second input shaft 902 and are rotatable with respect to the input shaft 11. Control of the dry single plate second clutch 901 is performed by an actuator 905, and control of the dry single plate first clutch 903 is performed by an actuator 904.

  FIG. 10 shows a configuration of a powertrain control unit 100 according to another embodiment of the present invention. The power train control unit 100 shown in FIG. 10 is the same as the power train control unit 100 shown in FIG. 2, and the power train control unit 100 shown in FIG. 10 is connected to the power train control unit 100 shown in FIG. The difference is that the power train control unit 100 shown in FIG. 2 inputs the start clutch position to the dog clutch control means 103, the start clutch control means 104, and the engine torque control means 105, whereas FIG. The illustrated power train control unit 100 is that the start clutch hydraulic pressure value is input to the dog clutch control means 103, the start clutch control means 104, and the engine torque control means 105. The control operation is not much different from the powertrain control unit 100 shown in FIG.

  FIG. 11 shows a time chart of control when the first clutch 5 is engaged when the powertrain control unit 100 shown in FIG. 10 is used.

  The time chart shown in FIG. 11 differs from the time chart shown in FIG. 3 in that the time chart shown in FIG. 3 controls (C2) the starting clutch transmission torque by the (C1) starting clutch position signal. On the other hand, the time chart shown in FIG. 11 is that (C2) start clutch transmission torque is controlled by (C1) start clutch hydraulic pressure signal. That is, the starting clutch hydraulic pressure value (STAPrs) decreases as the engagement of the starting clutch (first clutch 5) is increased. As a result, the starting clutch transmission torque (STATq) increases as the starting clutch hydraulic pressure value (STATrs) decreases.

  Next, creep torque control will be described with reference to FIGS.

  FIG. 12 is a flowchart for determining execution request for creep torque control using a brake switch, FIG. 13 is a flowchart for determining execution request for creep torque control using a brake master cylinder pressure, and FIG. 14 is a flowchart for calculating a target creep torque value. FIG. 15 is a map for obtaining a target creep torque value, FIG. 16 is a time chart of creep control when the starting clutch transmission torque is controlled by controlling the position of the starting clutch, and FIG. 17 is a control of the hydraulic pressure of the starting clutch. FIG. 18 is a flowchart for calculating a target clutch transmission torque value when controlling the starting clutch transmission torque. FIG. 19 is a creep diagram for controlling the starting clutch transmission torque by controlling the position of the starting clutch. Starting class when there is an execution request FIG. 20 is a control map for obtaining the starting clutch target position from the target clutch transmission torque, and FIG. 21 is a creep execution request for controlling the starting clutch transmission torque by controlling the hydraulic pressure of the starting clutch. FIG. 22 is a control map for determining the starting clutch target hydraulic pressure value from the target clutch transmission torque. FIG. 23 is a control flowchart for the throttle opening when a creep execution request is issued. 24 is a control map for obtaining the target throttle opening from the engine speed and the target engine torque, FIG. 25 is another control flowchart of the throttle opening when a creep execution request is made, and FIG. 26 is the engine speed and the target engine torque. A control map for determining the target throttle opening from 27 is a flowchart of processing until completion of creep execution when a creep execution request is made, FIG. 28 is another flowchart of processing until completion of creep execution when there is a creep execution request, and FIG. 29 is when there is a request for creep execution. It is another process flowchart until completion of creep execution.

  FIG. 12 shows a flowchart for determining the execution request for creep torque control using the brake switch.

  In FIG. 12, when the range lever is in a driving range such as the D range or the R range in Step 1201 and a start command is output from the start / shift command generating means 102, the start / shift command generating means 102 is output in Step 1202. It is determined whether or not the command output from is a start command (accelerator pedal is depressed). If it is determined that the command is a start command (accelerator pedal is depressed), the creep execution request is turned off in step 1208. Then, the start control shown in FIG. 3 is executed.

  If it is determined in step 1202 that the command output from the start / shift command generation means 102 is not a start command (the accelerator petal is depressed), the engine speed input from the engine speed sensor 2 is determined in step 1203. Ne is taken in, and in step 1204, it is determined whether or not the read engine speed Ne is smaller than the set speed Nstp, and if it is determined that the read engine speed Ne is smaller than the set speed Nstp, In 1208, the creep execution request is turned off. If it is determined in step 1204 that the read engine speed Ne is greater than the set speed Nstp, the state of the brake switch BrkSW is read in step 1205. When the state of the brake switch BrkSW is read in step 1205, it is determined in step 1206 whether or not there has been a deceleration / stop request detected by the driver will detection means 110, and if it is determined that there has been no deceleration / stop request, In step 1207, the creep execution request is turned ON. If it is determined in step 1206 that there is a deceleration / stop request detected by the driver's will detection means 110, the creep execution request is turned off in step 1208.

  FIG. 13 shows a flowchart of creep torque control using the brake master cylinder pressure.

  Steps 1301 to 1304 in the flowchart of creep torque control using the brake master cylinder pressure shown in FIG. 13 are the same as steps 1201 to 1204 in the flowchart of creep torque control using the brake switch shown in FIG. Steps 1307 to 1308 in the flowchart of creep torque control using the brake master cylinder pressure shown in FIG. 13 are the same as steps 1207 to 1208 in the flowchart of creep torque control using the brake switch shown in FIG.

  The creep torque control flowchart using the brake master cylinder pressure shown in FIG. 13 differs from the creep torque control flowchart using the brake switch shown in FIG. 12 in that the creep torque control using the brake switch shown in FIG. In step 1204 of the flowchart, after it is determined that the read engine speed Ne is larger than the set speed Nstp, in step 1205, the state of the brake switch BrkSW is read, and in step 1206, detected by the driver will detection means 110. In contrast, the flow chart for creep torque control using the brake master cylinder pressure shown in FIG. After determining that the rotational speed Ne is greater than the set rotational speed Nstp, in step 1305, the brake master cylinder pressure Pbrk is read. In step 1306, whether or not there has been a deceleration / stop request detected by the driver will detection means 110. This is the point where the determination is made.

  FIG. 14 shows a flowchart for calculating the target creep torque value.

  In the figure, the vehicle speed Vsp is read in step 1401, and in step 1402, the target creep torque basic value is calculated from the read vehicle speed Vsp using the characteristic map shown in FIG. In step 1403, the brake master cylinder pressure Pbrk is read. In step 1404, the target creep torque brake magnification value is calculated from the read brake master cylinder pressure Pbrk using the characteristic map shown in FIG. Further, in step 1405, the road gradient θL is read. In step 1406, the target creep torque gradient magnification value is calculated from the read road gradient θL using the characteristic map shown in FIG. The target creep torque value is calculated from the torque basic value, the target creep torque brake magnification value, and the target creep torque gradient magnification value.

  As this road gradient detecting means, there is a method for estimating and calculating the road gradient based on the torque balance equation shown below.

Tθ = TD− (TRL + Tα)
TD: Driving torque (calculated based on engine characteristics)
TRL: Flatland running resistance torque (calculated by vehicle speed)
Tα: Acceleration resistance torque (calculated by vehicle acceleration)
Tθ: Gradient resistance torque (sinθ is unknown)
In addition, there is a method using a road gradient value of map information incorporated in a navigation system (not shown).

  FIG. 16 shows a time chart of creep torque control when the starting clutch transmission torque is controlled by controlling the position of the starting clutch.

  In the figure, when the accelerator pedal depression amount α is “0”, the third clutch (meshing clutch) 19 is engaged with the fourth driven gear 16 and the brake switch is ON, the starting clutch ( The position of the first clutch 5) is disengaged. Further, at this time, the throttle opening θ is maintained at a constant value, the engine speed Ne is maintained at a constant speed, and the vehicle speed Vsp is “0” because the brake is depressed. STATq is “0” because the starting clutch (first clutch 5) is disengaged.

  When the brake switch is turned OFF at the time point a from the state where the brake switch is ON, the starting clutch (first clutch 5) starts to be engaged from the disconnected state, enters the sliding engaged state, and is gradually engaged. To go. The clutch transmission torque STATq increases at a predetermined inclination by the start of slip engagement of the starting clutch (first clutch 5). The increase in the clutch transmission torque STATq becomes an engine load, and the engine speed Ne is decreased. Therefore, in order to maintain this engine speed Ne at a constant speed, the throttle opening θ increases in accordance with the increase of the fastening force due to the position of the starting clutch (first clutch 5). As a result, the engine speed Ne is maintained at a constant speed. By the slip engagement of the starting clutch (first clutch 5), the vehicle starts to travel and the vehicle speed Vsp gradually increases. When the vehicle speed Vsp reaches a set value (time point b), the start clutch (first clutch 5) is gradually released, and at time point c, the start clutch (first clutch 5) is engaged. Release completely. Between bc, the throttle opening degree θ is controlled to a predetermined value in accordance with the release of the engagement of the starting clutch (first clutch 5). Further, the clutch transmission torque STATq is controlled to {0} according to the release of the engagement of the starting clutch (first clutch 5). The car travels by inertia and converges to “0” with time.

  FIG. 17 shows a time chart of creep torque control when the starting clutch transmission torque is controlled by controlling the hydraulic pressure of the starting clutch. This embodiment is different from the embodiment shown in FIG. 16 in that the embodiment shown in FIG. 16 has a starting clutch (first clutch 5) when the brake switch is turned OFF from the ON state. In this embodiment, when the brake switch is turned OFF from the ON state, the start clutch (the first clutch 5) is shifted from the disconnected state to the engaged state. The other control is the same as the embodiment shown in FIG. 16 in that the hydraulic pressure of the first clutch 5) is controlled to be reduced and the start clutch (first clutch 5) is shifted to the engaged state. .

  FIG. 18 shows a calculation processing flowchart for calculating the target clutch transmission torque from the target creep torque.

  In the figure, in step 1801, the target creep torque obtained in the flowchart of FIG. 14 is read, and in step 1802, the target clutch transmission torque is calculated from the read target creep torque. In step 1803, it is determined whether the calculated target clutch transmission torque is larger than the set clutch transmission torque. If it is determined that the target clutch transmission torque calculated in step 1803 is larger than the set clutch transmission torque, In step 1804, the upper limit value is set to the set clutch transmission torque value, and the process proceeds to step 1805 to determine whether or not the creep is completed. If it is determined that the target clutch transmission torque calculated in step 1803 is smaller than the set clutch transmission torque, it is determined in step 1805 whether or not creep has been completed.

  If it is determined in step 1805 that creep has not been completed, the process returns to step 1801. If it is determined in step 1805 that creep has been completed, the target clutch transmission torque is calculated in step 1806, and this calculation is performed in step 1807. When it is determined whether the target clutch transmission torque is equal to “0” or smaller than “0”, and it is determined that the calculated target clutch transmission torque is equal to “0” or smaller than “0”, In 1808, the lower limit value of the target clutch transmission torque value is set to “0”.

  FIG. 19 shows a flowchart for calculating the starting clutch position when there is a creep execution request when the starting clutch transmission torque is controlled by controlling the position of the starting clutch.

  In the figure, if there is a creep execution request in step 1901, the target clutch transmission torque is read in step 1902. In step 1903, the target position of the starting clutch position is calculated from the control map 2001 shown in FIG. Move. If there is no creep execution request in step 1901, the target position of the starting clutch position is calculated from the control map 2001 shown in FIG. 20 in step 1904, and the calculated target position of the starting clutch position is output in step 1905. To do.

  FIG. 21 shows a calculation process flowchart of the starting clutch hydraulic pressure when there is a creep execution request when the starting clutch transmission torque is controlled by controlling the hydraulic pressure of the starting clutch.

  In the figure, if there is a creep execution request in step 2101, the target clutch transmission torque is read in step 2102, and the target value of the starting clutch hydraulic pressure is calculated from the control map 2201 shown in FIG. Move. If there is no creep execution request in step 2101, the starting clutch hydraulic pressure target value is calculated from the control map 2201 shown in FIG. 22 in step 2104, and the calculated starting clutch hydraulic pressure target value is output in step 2105. To do.

  FIG. 23 shows a control flowchart of the throttle opening when there is a creep execution request.

  In the figure, if there is a creep execution request in step 2301, the target engine speed NeRef is read in step 2302, and the engine speed Ne input from the engine speed sensor 2 is read in step 2303. When the engine speed Ne is read in step 2303, the deviation between the engine speed Ne input from the engine speed sensor 2 and the target engine speed NeRef is calculated in step 2304, and the target engine torque is calculated in step 2305. Then, the process proceeds to Step 2307.

  On the other hand, if there is no creep execution request in step 2301, the target engine torque is calculated in step 2306. Based on the target engine torque calculated in step 2307 and the engine speed Ne, the control map shown in FIG. The target throttle opening is obtained from 2401, and in step 2308, the obtained target throttle opening value is output to the electronic control throttle 3.

  FIG. 25 shows another control flowchart of the throttle opening when there is a creep execution request.

  In the figure, when there is a creep execution request in step 2501, the target clutch transmission torque is read in step 2502, and in step 2503, the target engine torque is calculated from the read target clutch transmission torque, and the process proceeds to step 2505.

  If there is no creep execution request in step 2501, the target engine torque is calculated in step 2504. In step 2505, the engine speed Ne input from the engine speed sensor 2 is read. In step 2506, the engine speed Ne is read. Based on the rotational speed Ne and the target engine torque, the target throttle opening is obtained from the control map 2601 shown in FIG. 26. In step 2507, the obtained target throttle opening is output to the electronic control throttle 3.

  FIG. 27 shows a processing flowchart up to the completion of creep execution when a creep execution request is made.

  In the drawing, if there is a creep execution request in step 2701, the target creep torque value is read in step 2702, the target clutch transmission torque value is read in step 2703, and the read target creep torque value and target clutch are read in step 2704. It is determined whether or not the transmission torque values match. If it is determined in step 2704 that the read target creep torque value matches the target clutch transmission torque value, a creep completion flag is set in step 2705. If it is determined in step 2704 that the read target creep torque value does not match the target clutch transmission torque value, the creep completion flag is turned off in step 2706.

  FIG. 28 shows another processing flowchart up to the completion of creep execution when a creep execution request is made.

  In the figure, if there is a creep execution request in step 2801, the vehicle speed Vsp is read in step 2802. In step 2803, it is determined whether or not the read vehicle speed Vsp is the same as or greater than the creep vehicle speed VspCrp. If it is determined in step 2803 that the vehicle speed Vsp read in is equal to or greater than the creep vehicle speed VspCrp, a creep completion flag is set in step 2804. If it is determined that the vehicle speed Vsp read in step 2803 is smaller than the creep vehicle speed VspCrp, the creep completion flag is turned off in step 2805.

  FIG. 29 shows another processing flowchart up to the completion of creep execution when a creep execution request is made.

  In the figure, if there is a creep execution request in step 2901, in step 2902 a creep execution duration t indicating the duration for which the creep execution request is ON is read. In step 2903, the read duration t is the creep duration time. It is determined whether it is equal to or larger than tCrp. If it is determined that the creep execution duration t read in step 2903 is equal to or longer than the creep duration tCrp, a creep completion flag is set in step 2904. If it is determined that the creep execution duration read in step 2903 is shorter than the creep duration tCrp, the creep completion flag is turned off in step 2905.

  The determination of the completion of creep control can also be made based on the clutch position, clutch hydraulic pressure, clutch current, transmission output shaft (drive wheel output shaft) rotation speed, and the like.

  Although not shown in FIGS. 1, 8, and 9, a reverse gear for moving the vehicle backward is provided, and the start control shown in FIGS. 3 to 6 and the creep control shown in FIGS. It can be configured to execute.

1 is an overall configuration diagram of an automatic transmission according to an embodiment of the present invention. It is a block diagram of the power train control unit shown in FIG. It is a time chart of control when fastening a starting clutch at the time of starting. It is a flowchart of control when fastening the starting clutch at the time of starting. It is explanatory drawing which shows the method of detecting the target position of a starting clutch. It is a flowchart of control of the throttle valve when the starting clutch is engaged. It is a flowchart of control of the throttle valve when the start clutch is engaged. It is a whole block diagram of the automatic transmission which shows the 2nd Embodiment of this invention. It is a whole block diagram of the automatic transmission which shows the 3rd Embodiment of this invention. FIG. 10 is a configuration diagram of the powertrain control unit illustrated in FIG. 9. It is a time chart of control when fastening a starting clutch when using a friction type clutch. It is a flowchart of execution request determination of creep torque control. It is a flowchart of execution request determination of creep torque control. It is a flowchart which calculates a target creep torque value. It is a figure which shows the table which calculates | requires the target creep torque value shown in FIG. It is a time chart of creep torque control in the case of controlling the starting clutch transmission torque by controlling the position of the starting clutch. It is a time chart of creep torque control in the case of controlling the starting clutch transmission torque by controlling the hydraulic pressure of the starting clutch. It is a calculation flowchart of target clutch transmission torque. It is a calculation process flowchart of a starting clutch position when there is a creep execution request when controlling the starting clutch transmission torque by controlling the position of the starting clutch. It is a figure which shows the table which calculates | requires starting clutch target position from target clutch transmission torque. It is a figure which shows the table which calculates | requires a starting clutch target hydraulic pressure value from the target clutch transmission torque in the case of controlling a starting clutch transmission torque by controlling the hydraulic pressure of a starting clutch. It is a figure which shows the table which calculates | requires start clutch target hydraulic pressure value from target clutch transmission torque. It is a control flowchart of the throttle opening when there is a creep execution request. 3 is a control map for obtaining a target throttle opening from an engine speed and a target engine torque. It is another control flowchart of the throttle opening when there is a creep execution request. 3 is a control map for obtaining a target throttle opening from an engine speed and a target engine torque. It is a processing flowchart until completion of creep execution when there is a creep execution request. It is another processing flowchart until the completion of creep execution when there is a creep execution request. It is another processing flowchart until the completion of creep execution when there is a creep execution request.

Explanation of symbols

1 ………………………… Engine 2 ………………………… Engine speed sensor 3 ………………………… Electronic control throttle 4 …………………… …… Engine output shaft 5 ………………………… First clutch 6 ………………………… First drive gear 7 ………………………… Second Drive gear 8 ………………………… Third drive gear 9 ………………………… Fourth drive gear 10 ……………………… Sensor 11 ………… …………… Input shaft 12 ……………………… Drive wheel output shaft 13 ……………………… First driven gear 14 ……………………… Second driven gear 15 ……………………… Third driven gear 16 ……………………… Fourth driven gear 17 ………………………… Sensor 18 ……………………… Second Clutch 19 ... 3rd clutch 23, 24, 25 ... Actuator 26 ... Hydraulic control unit 27 ... Engine control unit 100 ... ………… Powertrain control unit

Claims (2)

A first clutch that is interposed between the engine and the gear-type transmission and interrupts torque transmission between the engine and the drive wheels, and a torque between the input shaft and the output shaft of the gear-type transmission. An automobile control method comprising: a transmission means; and the torque transmission means as a meshing clutch, and controlling the first clutch at the time of starting and shifting.
At the time of starting, the transmission torque of the first clutch is controlled based on the rotational speed difference between the engine and the input shaft, and the rotational speed difference between the engine and the input shaft is gradually reduced to a predetermined value. When entering the range, the target position of the first clutch is kept constant, and the transmission torque of the first clutch is controlled to be held within a predetermined range, and the engine speed and the rotational speed of the input shaft are After the motor reaches the same rotation speed, the clutch is further stroked to the maximum position on the engagement side to reach the complete engagement position. The vehicle control method according to claim 1,
A method for controlling an automobile, wherein a transmission torque of the first clutch is controlled by a hydraulic pressure for driving the first clutch.

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