JP4721910B2 - Transmission control device - Google Patents

Description

The present invention relates to a control equipment of an automatic transmission, in particular, while fastening one of the clutch has a plurality of clutches, to perform the release to shift the other clutch, the so-called clutch-to-clutch shift about the control equipment of the automatic transmission to perform.

  In recent years, automatic transmissions that automate gear-type transmissions from the viewpoints of low fuel consumption and drivability of automobiles have become widespread. As such an automatic transmission, for example, as described in JP-A-6-221347, two clutches connected to the engine and a gear between the clutch output shaft and the transmission output shaft of these clutches are provided. A plurality of gear trains that are selectively connected by a selection operation of a selection device, and a so-called twin clutch type in which a desired gear stage is formed by engaging one clutch and releasing the other clutch. Automatic transmissions are known. In the twin clutch type transmission, the transmission path of the torque generated in the engine is increased within the transmission by increasing the clutch transmission torque on the engagement side and decreasing the clutch transmission torque on the release side in the torque phase of the shift operation. Switching and shifting operation are realized.

  As a control method of the clutch transmission torque in the torque phase, for example, as described in JP-A-2004-251456, the transmission torque of the engagement side clutch is linearly increased and the transmission torque of the release side clutch is linearly increased. It is known to perform clutch-to-clutch shift by reducing the speed.

JP-A-6-221347 JP 2004-251456 A

  However, as described in Japanese Patent Application Laid-Open No. 2004-251456, since the clutch transmission torque is set linearly, the change in the clutch transmission torque is abrupt at the start and end of the torque phase. There was a problem that overshoot occurred in the shaft torque waveform, and the shock at the time of shifting increased.

  An object of the present invention is to provide a control device for an automatic transmission capable of improving the speed change performance by suppressing the fluctuation of the clutch transmission torque in the torque phase.

(1) In order to achieve the above object, the present invention realizes a shifting operation by individually controlling the engaging force acting on a plurality of clutches and engaging one clutch and simultaneously releasing the other clutch. a control device for an automatic transmission which, among the plurality of clutches, control causes a curve varying the engagement force acting on the release side clutch, thereby the engagement force acting on the engagement side clutch curvedly changed e Bei means, said control means sets the target value of the torque transmitted to the output shaft of the transmission in the torque phase of the shift operation after setting curved manner, on the basis of the torque target value, the release-side The control means obtains an engagement force acting on the clutch, and the control means applies the engagement-side clutch to the engagement-side clutch based on the set target output shaft torque when the shift operation is an upshift. And calculating the engagement force acting on the disengagement-side clutch based on the calculated engagement force acting on the engagement-side clutch, and the control means downshifts the shift operation. At this time, an engagement force acting on the disengagement side clutch is calculated based on the set target output shaft torque, and acting on the engagement side clutch based on the determined engagement force acting on the disengagement side clutch. The engagement force is calculated .
With this configuration, it is possible to improve the speed change performance by suppressing the variation of the clutch transmission torque in the torque phase.

  According to the present invention, it is possible to improve the speed change performance by suppressing the variation of the clutch transmission torque in the torque phase.

The configuration and operation of the automatic transmission control device according to the first embodiment of the present invention will be described below with reference to FIGS.
First, the control apparatus and control method for an automatic transmission according to the first embodiment of the present invention will be described with reference to FIG.
FIG. 1 is a system configuration diagram showing a main part of a control device for an automatic transmission according to a first embodiment of the present invention.

  The output of the engine 1 that is the power source of the vehicle is transmitted to the automatic transmission 2 via the first clutch 3a and / or the second clutch 3b. The first clutch 3a is connected to an even-numbered gear train (2nd gear, 4th gear, 6th gear) and a reverse gear among the 6th forward and 1st reverse gear trains of the automatic transmission 2. ing. Further, the second clutch 3b is connected to an odd number of stages (first speed, third speed, and fifth speed). The driving torque generated in the engine 1 is input to the automatic transmission 2 via the first clutch 3a or the second clutch 3b, and is shown via a predetermined gear train and shaft corresponding to each shift stage. Not transmitted to the drive wheel. A detailed configuration of the automatic transmission 2 will be described later with reference to FIG.

  The electronic control system has a transmission control device 100 and an engine control device 200, both of which are configured to exchange various types of data through bidirectional data communication.

  The transmission control system includes an accelerator opening sensor 101, a clutch rotational speed sensor 102, an output shaft rotational speed sensor (vehicle speed sensor) 103, a shift position sensor (shift speed detecting means) 104, a brake switch 105, The first clutch actuator 4a, the second clutch actuator 4b, and the shift actuator 5 are included. The accelerator opening sensor 101 detects the driver's accelerator operation amount APS and outputs the signal to the transmission control device 100. The clutch rotation speed sensor 102 detects the rotation speed Nc of the output shaft of the first clutch 3 a and the second clutch 3 b, that is, the transmission input shaft, and outputs the signal to the transmission control device 100. The output shaft rotational speed sensor 103 detects a rotational speed No on the output shaft of the automatic transmission 2 and outputs a signal to the transmission control device 100. The shift position sensor 104 detects a gear position PNRD that forms a predetermined gear position by the operation of the shift actuator 5, and outputs the signal to the transmission control device 100. The brake switch 105 detects the presence / absence of a brake operation by the driver and outputs a signal to the transmission control device 100. The first clutch actuator 4a and the second clutch actuator 4b adjust the engagement force acting on the first clutch 3a and the second clutch 3b based on the control command from the transmission control device 100, and the power from the engine 1 is adjusted. Start and stop the vehicle by transmitting and blocking. Furthermore, by engaging / disengaging the first clutch 3a and the second clutch 3b during traveling, the torque transmission path inside the transmission is switched, and a clutch-to-clutch shift operation is realized. Here, the configuration of the clutch actuator is not limited to a hydraulic type or an electric type, and may be any actuator that adjusts the engagement force acting on the clutch.

  The shift actuator 5 is a gear selection device, and based on a control command from the transmission control device 100, a 1-3 speed shift fork, a 5 speed shift fork, 2 (not shown) mounted on the automatic transmission 2 are provided. The 4-speed shift fork and the 6-R speed shift fork are selectively operated to connect the transmission input shaft and the transmission output shaft, thereby forming a predetermined gear position.

  The engine control system includes an accelerator opening sensor 101, a throttle opening sensor 202, an engine speed sensor 203, an air amount sensor 204, and an electric throttle 6. The accelerator opening sensor 101 detects the driver's accelerator operation amount APS and outputs the signal to the engine control apparatus 200. The throttle opening sensor 202 detects the opening θTH of the throttle valve of the electric throttle 6 and outputs the signal to the engine control device 200. The engine speed sensor 203 detects the rotational speed Ne of the engine 1 and outputs the signal to the engine control device 200. The air amount sensor 204 measures an air amount Qa flowing into an intake port (not shown) of the engine 1 and outputs a signal to the engine control device 200. The electric throttle 6 controls a throttle valve opening degree provided in the engine intake system based on a control command from the engine control device 200. The transmission control device 100 transmits a request torque command to the engine control device 200, and the engine control device 200 operates the electric throttle 6 or changes the ignition timing based on the received request torque command. By doing so, the generated torque of the engine 1 can be controlled.

  The transmission control apparatus 100 sets a target waveform of the transmission torque to be generated on the transmission output shaft in the torque phase of the clutch-to-clutch shift operation. In the present embodiment, the target waveform in the torque phase is set to be smoothly curved. Based on this target waveform, a torque sharing ratio for sharing the generated torque of the engine 1 between the engagement side clutch and the release side clutch is calculated. Then, the torque generated on the transmission input shaft on the drive shaft side (release side during shift control) is estimated, and the target torque of each clutch is calculated based on this estimated value and the calculated torque sharing ratio. To do.

  Thus, by configuring the main part of the transmission control device 100, the degree of freedom in setting the clutch transmission torque in the torque phase is increased, and the transmission performance can be improved.

Next, the configuration of the automatic transmission according to the present embodiment will be described with reference to FIG.
FIG. 2 is a skeleton diagram showing the configuration of the automatic transmission according to the first embodiment of the present invention.

  FIG. 2 shows a twin clutch transmission. The engine 1 and the clutch unit 3 are directly connected, the first clutch 3a is directly connected to the first input shaft 41a, and the second clutch 3b is directly connected to the second input shaft 41b. The second clutch input shaft 41b is hollow, and the first input shaft 41a passes through the hollow portion of the second input shaft 41b and is configured to be capable of relative movement in the rotational direction. A second speed drive gear 52, a fourth speed drive gear 54, and a sixth speed drive gear 56 are fixed to the first input shaft 41a, and are rotatable with respect to the first input shaft 41a. Further, a first speed drive gear 51, a third speed drive gear 53, a fifth speed drive gear 55, and an R speed drive gear (not shown) are fixed to the second input shaft 41b. It is free to rotate. The first clutch rotational speed sensor 102a is attached to the second speed drive gear 52, and the second clutch rotational speed sensor 102b is attached to the first speed drive gear 51, and detects the rotational speed of each shaft.

  Further, the transmission output shaft 42 includes a first speed driven gear 61, a second speed driven gear 62, a third speed driven gear 63, a fourth speed driven gear 64, a fifth speed driven gear 65, a sixth speed driven gear 66, and the drawings. There is no R-speed driven gear attached rotatably. A first meshing clutch 70 a having a rotation synchronization mechanism is provided between the first speed driven gear 61 and the third speed driven gear 63. Further, the 1st speed driven gear 61 or the 3rd speed driven gear 63 is operated by controlling the shift actuator 5 (not shown) to operate the 1-3 speed shift fork and moving the first meshing clutch 70a in the left-right direction. Can be connected to the transmission output shaft 42. Therefore, the transmission torque transmitted from the first speed drive gear 51 or the third speed drive gear 53 to the first speed driven gear 61 or the third speed driven gear 63 is transmitted to the transmission output shaft 42 via the first meshing clutch 309. Is done.

  Similarly, the fifth gear driven gear 65 is provided with a second meshing clutch 70b. Then, the shift actuator 5 (not shown) is controlled to operate the 5-speed shift fork, and the second meshing clutch 70b is moved to the left, so that the 5-speed driven gear 65 is connected to the transmission output shaft 42. be able to. A third meshing clutch 70c is provided between the second speed driven gear 62 and the fourth speed driven gear 64. Then, the 2nd speed driven gear 62 or the 4th speed driven gear 64 is shifted by operating the 2-4 speed shift fork by controlling the shift actuator 5 (not shown) and moving the third meshing clutch 70c in the left-right direction. The machine output shaft 42 can be connected. A fourth meshing clutch 70d is provided between the sixth speed driven gear 66 and an R speed driven gear (not shown). Then, the shift actuator 5 (not shown) is controlled to operate the 6-R speed shift fork to move the fourth meshing clutch 70d in the left-right direction, whereby the 6-speed driven gear 66 or the R-speed driven gear is changed to the transmission. The output shaft 42 can be connected. The output shaft rotational speed sensor 103 is attached to the first speed driven gear 61 and detects the rotational speed of the transmission output shaft 42.

  When a transmission command is generated in the transmission control device 100, it is determined whether or not the gear operation connected to the shaft of the engaging clutch has been completed. If completed, the first clutch actuator 4a and the second clutch actuator 4b shown in FIG. 1 are operated, and the first clutch 3a and the second clutch 3b are engaged / released, so that the clutch-to- Execute clutch shift.

Next, the configuration and control contents of the main part of the control device for the automatic transmission according to the present embodiment will be described with reference to FIGS.
First, the configuration of the main part of the control device for the automatic transmission according to the present embodiment will be described with reference to FIG.
FIG. 3 is a block diagram showing a configuration of a main part of the control device for the automatic transmission according to the first embodiment of the present invention.

  The transmission control apparatus 100 includes a target output shaft torque setting unit 110, an input shaft torque estimation unit 120, a torque sharing ratio determination unit 130, an engagement side clutch torque calculation unit 140, and a release side clutch torque calculation unit 150. Consists of. The target output shaft torque setting means 110 sets the target waveform TTOT of the transmission output shaft torque in the torque phase in a curve using the signal APS detected by the accelerator opening sensor 101 and the gear ratio before and after the shift. . The detailed control contents of the target output shaft torque setting means 110 will be described later with reference to FIGS. The input shaft torque estimating means 120 uses the signal Ne detected by the engine speed sensor 203 and the signal Qa detected by the air amount sensor 204 to automatically shift through the first clutch 3a and the second clutch 3b. The input torque STIN transmitted to the machine 2 is estimated.

  Based on the target output shaft torque TTOT set by the target output shaft torque setting unit 110, the torque sharing ratio calculating unit 130 is configured to share the torque sharing ratio between the engagement side clutch and the release side clutch in the torque phase (engagement side: GTCON, Open side: 1-GTCON) is calculated. The detailed control content of the torque sharing ratio calculation means 130 will be described later with reference to FIGS. The engagement side clutch torque calculating means 140 calculates a transmission torque TTCON that should be handled by the engagement side clutch among the estimated input torque in the torque phase, and outputs the result to the engagement side clutch actuator 4a. Similarly, the release side clutch torque calculation means 150 calculates the transmission torque TTCOF that the release side clutch should handle and outputs the result to the release side clutch actuator 4b.

  Thus, by configuring the main part of the transmission control device 100, the degree of freedom in setting the clutch transmission torque in the torque phase is increased, and the transmission performance can be improved.

Next, the control contents of the target output shaft torque setting means 110 of the control device for the automatic transmission according to the present embodiment will be described with reference to FIGS.
FIG. 4 is a flowchart showing the control contents of the target output shaft torque setting means of the control device for the automatic transmission according to the first embodiment of the present invention. 5 and 6 are explanatory diagrams of maps used by the target output shaft torque setting means of the control device for the automatic transmission according to the first embodiment of the present invention.

  In step S401, the target output shaft torque setting means 110 reads signals detected by the sensors and various parameters calculated from the signals. Next, in step S402, the driver request torque TTIN calculated by the engine control unit 200 is read. The driver request torque TTIN is calculated by a known calculation method using the accelerator opening APS and the engine speed Ne.

Next, in step S403, the target output shaft torque TTOTPRE before shifting is calculated. The target output shaft torque TTOTPRE before shifting is calculated by the following equation (1), where GRPRE is the gear ratio before shifting.

TTOTPRE = TTIN × GRPRE [Nm] (1)

Similarly, in step S404, the target output shaft torque TTOTNXT after the shift is calculated. The target output shaft torque TTOTNXT after the shift is calculated by the following equation (2), where GRNXT is the gear ratio after the shift.

TTOTNXT = TTIN × GRNXT [Nm] (2)

Next, in step S405, a target value TTMTRQ of a control time for executing the torque phase clutch control is set. Specifically, as shown in FIG. 5, the torque phase target control time is set by the data table of the accelerator opening APS, and the data table is set for each shift type.

Next, in step S406, a torque phase elapsed rate RTTRQ indicating the ratio of the actual elapsed time to the set torque phase target control time is calculated. The torque phase elapsed rate RTTRQ is calculated by the following equation (3), where TMRTRQ is the elapsed time of the torque phase.

RTTRQ = TMRTRQ ÷ TTMTRQ × 100 [%] (3)

Next, in step S407, the waveform of the target output shaft torque in the torque phase is set as the change gain GTOTRQ. Specifically, as shown in FIG. 6, the target output shaft torque change gain GTOTRQ is set by a data map of the torque phase elapsed rate RTRRQ calculated in step S406 and the driver request torque TTIN read in step S402. . Furthermore, the data map is set for each shift type. Here, it is experimentally shown that if the transmission output shaft torque waveform in the torque phase is changed in a curve from the value at the start of the torque phase to the value at the end of the torque phase, a good transmission performance can be obtained. it is obvious. Therefore, the target output shaft torque change gain GTOTRQ is set to change in a curve with respect to the torque phase elapsed rate RTTRQ.

Next, in step S408, the target output shaft torque TTOT in the torque phase is calculated using the target output shaft torque TTOTPRE before the shift, the target output shaft torque TTOTNXT after the shift, and the target output shaft torque change gain GTOTRQ. Specifically, the target output shaft torque TTOT in the torque phase is calculated by the following equation (4).

TTOT = TTOTPRE x (1-GTOTRQ) + TTOTNXT x GTOTRQ [Nm] (4)

In this way, the processing of steps S401 to S408 is executed, and a series of processing flow for setting the target output shaft torque TTOT ends.

Next, the control contents of the torque sharing ratio calculation means 130 of the control device for the automatic transmission according to the present embodiment will be described with reference to FIG.
FIG. 7 is a flowchart showing the control contents of the torque sharing ratio calculation means of the control device for the automatic transmission according to the first embodiment of the present invention.

  First, in step S701, the torque sharing ratio calculation means 130 reads signals detected by the sensors and various parameters calculated from the signals. Next, in step S702, the target output shaft torque change gain GTOTRQ in the target output shaft torque TTOT set by the target output shaft torque setting means is read.

  Next, in step S703, it is determined whether the shift command is an upshift. In the case of YES, the process proceeds to step S704, and in the case of NO, it is determined as a downshift and the process proceeds to step S705. Here, in the case of an upshift, by increasing the transmission torque of the engagement side clutch, the transmission torque that has been handled by the disengagement side clutch decreases, and the generated torque of the engine changes. That is, the transmission output shaft torque in the torque phase depends on the transmission torque of the engagement side clutch. Therefore, in step S704, the read target output shaft torque change gain GTOTRQ is substituted as the torque sharing ratio GTCON of the engagement side clutch. Then, the torque sharing ratio GTCOF of the release side clutch is calculated by (1-GTCON).

  On the other hand, in the case of downshift, the torque generated by the engine is transferred to the engagement side clutch by reducing the transmission torque of the release side clutch. That is, the transmission output shaft torque in the torque phase depends on the transmission torque of the release side clutch. Therefore, in step S705, (1-GTOTRQ) is substituted as the torque sharing ratio GTCOF of the release side clutch. Here, in the downshift, since the sign is inverted due to the magnitude relationship of the gear ratio, the calculation is (1-GTOTRQ). Then, the engagement clutch share ratio GTCON is calculated by (1-GTCOF).

  In this way, the processing of steps S701 to S705 is executed, and a series of processing flows for calculating the torque sharing ratio is completed.

Next, the control contents as a whole of the control device for the automatic transmission according to the present embodiment will be described with reference to FIG.
FIG. 8 is a flowchart showing the control contents of the automatic transmission control apparatus as a whole according to the first embodiment of the present invention.

  First, in step S801, the transmission control device 100 reads signals detected by the sensors and various parameters calculated from the signals.

Next, in step S802, the input shaft torque estimating means 120 calculates the amount of change per unit time of the engine speed NE as the engine speed change DNE. Here, the amount of change for 50 ms is calculated as an example. When the engine speed before 50 ms is NEz5, the engine speed change DNE is calculated by the following equation (5).

DNE = (NE-NEz5) ÷ 50 [rpm / ms] (5)

Next, in step S803, the input shaft torque estimating means 120 performs filtering processing on the calculated engine speed change DNE by a known digital filter technique, and calculates it as a filtered engine speed change DNEFL.

  Next, in step S804, the input shaft torque estimating means 120 calculates the torque generated in the engine as the estimated engine torque STEG. As an example of calculating the estimated engine torque STEG, it can be calculated from a data table of the engine speed NE and the air amount Qa.

Next, in step S805, the input shaft torque estimating means 120 calculates the generated torque of the input shaft that is input to the automatic transmission via the clutch. The estimated engine torque STEG described above is a torque generated on the output shaft of the engine, and the torque input to the actual transmission that is handled by the clutch needs to take into account an inertia torque due to a change in the engine speed. Therefore, the estimated input torque STIN is calculated by the following equation (6).

STIN = STEG-DNEFL [Nm] (6)

Next, in step 806, the engagement side clutch torque calculating means 140 multiplies the calculated estimated input torque STIN and the above-mentioned engagement side torque sharing ratio GTCON, and the clutch to be handled by the engagement side clutch in the torque phase. The transmission torque is TTCON.

  Similarly, in step S807, the release side clutch torque calculating means 150 multiplies the calculated estimated input torque STIN and the above-described release side torque sharing ratio GTCOF, and the clutch transmission torque TTCOF to be handled by the release side clutch in the torque phase. And

  In this manner, the processing of steps S801 to S807 is executed, and the series of processing flow for calculating the input shaft torque estimation calculation and the clutch transmission torque between the engagement side and the release side is completed.

  As described above, by configuring the processing flow of the transmission control device 100, the degree of freedom in setting the clutch transmission torque in the torque phase is increased, and the transmission performance can be improved.

Next, the control operation at the time of upshift by the control device for the automatic transmission according to the present embodiment will be described with reference to FIG.
FIG. 9 is a time chart showing a control operation at the time of upshifting by the automatic transmission control device according to the first embodiment of the present invention.

  In FIG. 9, the vertical axis in FIG. 9A represents the above-described target output shaft torque TTOT. The vertical axis in FIG. 9B indicates the engine speed NE, the engagement side clutch speed NION, and the release side clutch speed NIOF described above. In addition, the vertical axis in FIG. 9C represents the above-described engagement-side torque sharing ratio GTCON and the release-side torque sharing ratio GTCOF. The vertical axis in FIG. 9D represents the estimated input torque STIN, the engagement-side clutch target torque TTCON, and the release-side clutch target torque TTCOF described above. Moreover, the horizontal axis of each figure has shown time.

  When a shift command (upshift) is generated at time t0, the gear engaging operation is first executed because the transmission gear connected to the output shaft of the engaging clutch is not correctly selected.

  Next, when engagement of a desired transmission gear is detected at time t1, torque phase clutch control is started. When the torque phase control is started, the target output shaft torque setting means 110 sets the target output shaft torque TTOT to change in a curve until the end of the torque phase, as shown in FIG. 9A. Then, based on the target output shaft torque waveform set in the torque sharing ratio calculation 130, as shown in FIG. 9C, the torque sharing ratio GTCON of the engagement side clutch is calculated, and as the torque phase elapses. Increases from 0 to 1. On the other hand, the torque sharing ratio GTCOF of the release side clutch is calculated based on GTCON, and decreases from 1 to 0 as the torque phase elapses. Then, the estimated input torque STIN calculated by the input shaft torque estimating means 120 is multiplied by a torque sharing gain, and as shown in FIG. 9D, the engagement side clutch target torque TTCON and the release side clutch target torque TTCOF are obtained. Calculated.

Next, when it is determined at time t2 that the torque phase has ended, the shift control is shifted to inertia phase control. In the inertia phase, the sum of the estimated input torque STIN and the inertia torque generated by the change in the engine speed NE is transmitted by the engagement side clutch. Here, the target output shaft torque TTOT in the inertia phase is set so as not to increase the inertia torque as shown by the broken line in FIG. Therefore, the target control time of the inertia phase is set in the same manner as the torque phase, and the inertia torque is calculated according to the rotation change using the target control time and the difference in rotational speed before and after the inertia phase. Then, the inertia torque is output to the engine control device 200 as a torque down request command. The engine control device 200 changes the ignition timing or the fuel injection amount so as to reduce the inertia torque from the currently generated engine torque. Here, the generated torque of the engine temporarily decreases due to the torque reduction request, but the estimated engine torque STEG is calculated by the engine speed Ne and the intake air amount Qa as described above, and thus is affected by the torque reduction request. It is calculated without.

  Then, at time t3, as shown in FIG. 9B, it is determined that the engine speed NE coincides with the engagement-side clutch speed NION, and a series of shift control during the upshift ends.

  Here, when the speed change performance in the torque phase is improved, the desired speed change performance can be realized by changing the torque change gain GTOTRQ set by the target output shaft torque setting means 110. For example, when the characteristics indicated by the solid line in the figure are normal shift control, the characteristics can be changed as indicated by the one-dot chain line in FIGS. 9 (A), (C), and (D). By changing the target output shaft torque in the torque phase as shown by the one-dot chain line in FIG. 9A, the torque sharing ratio GTCON of the engagement side clutch, as shown by the one-dot chain line in FIG. 9C, The torque sharing ratio GTCOF of the release side clutch changes, and as a result, the engagement side clutch target torque TTCON and the release side clutch target torque TTCOF are changed as shown in FIG. As a result, the shift time in the torque phase when indicated by the solid line in the figure is T1, whereas the shift time in the torque phase when indicated by the alternate long and short dash line in the figure is T2, which can be shorter than the shift time T1 in the torque phase. Therefore, in the case of a sporty traveling that requires a quick speed change operation even if some torque fluctuation occurs, the characteristic indicated by the alternate long and short dash line in the figure can be obtained.

  Furthermore, in the present embodiment, the target output shaft torque TTOT in the torque phase can be set smoothly in a curved manner. In the conventional method, the clutch-to-clutch shift is executed by linearly increasing the transmission torque of the engagement side clutch and linearly decreasing the transmission torque of the disengagement side clutch. In this case, as in the present embodiment, the X portion (the portion where the clutch target torque changes at the beginning of the torque phase) and the Y portion (the portion where the clutch target torque changes at the end of the torque phase) in FIG. The rate of change of the clutch target torque is greater than when changing in a curved line. A large change rate of the clutch target torque means that the torque fluctuation is large in the X part and the Y part, and as a result, the vehicle driver is uncomfortable as a shock at the time of shifting. . On the other hand, in the present embodiment, the target output shaft torque TTOT in the torque phase is set smoothly in a curved line, so that shock during shifting can be reduced, and shifting performance can be improved.

  Thus, by setting the target output shaft torque in the torque phase during upshifting in a curvilinear manner and calculating the clutch transmission torque based on this, the degree of freedom in setting the clutch transmission torque is increased and the transmission performance is improved. It becomes possible to make it.

  In this embodiment, first, the target output shaft torque is calculated. On the other hand, the torque sharing ratio GTCON of the engagement side clutch and the torque sharing ratio GTCOF of the release side clutch are obtained, and further, the target output shaft torque is calculated. The engagement-side clutch torque sharing ratio GTCON and the release-side clutch torque sharing ratio GTCOF are multiplied to obtain the engagement-side clutch target torque TTCON and the release-side clutch target torque TTCOF. It is also possible to directly calculate the engagement side clutch target torque TTCON and the release side clutch target torque TTCOF. Also at this time, the engagement side clutch target torque TTCON and the disengagement side clutch target torque TTCOF in the torque phase are set smoothly in a curve. However, this method has a problem that the number of data increases as compared with the method according to the above-described embodiment. This is because it is necessary to obtain several candidates for each of the engagement-side clutch target torque TTCON and the disengagement-side clutch target torque TTCOF, and to select the optimal combination of both. On the other hand, in the present embodiment, only the target output shaft torque is obtained first, and if one of the torque sharing ratio GTCONF of the engagement side clutch and the torque sharing ratio GTCOF of the release side clutch is obtained, the other is obtained. The number of data can be reduced.

Next, the control operation at the time of downshift by the control device for the automatic transmission according to the present embodiment will be described with reference to FIG.
FIG. 10 is a time chart showing a control operation at the time of downshift by the control device for the automatic transmission according to the first embodiment of the present invention.

  10, the vertical axis in FIGS. 10A to 10D is the same as that in FIG. Moreover, the horizontal axis of each figure has shown time.

  When a shift command (downshift) is generated at time t0, inertia phase clutch control is executed. In the inertia phase, a target control time of the inertia phase is set, and the inertia torque is calculated according to the rotation change, as shown in FIG. 10A, using the target control time and the rotational speed difference before and after the inertia phase. . Then, from the state in which the release side clutch target torque TTCON has all the estimated input torque STIN, the desired engine speed increase is realized by reducing the inertia torque.

Next, at time t1, as shown in FIG. 10B, when it is determined that the engine rotational speed NE matches the engagement side clutch rotational speed NION, torque phase clutch control is started. When the torque phase control is started, the target output shaft torque setting means 110 sets the target output shaft torque TTOT to change in a curve until the end of the torque phase, as shown in FIG. Then, based on the target output shaft torque waveform set in the torque sharing ratio calculation 130, as shown in FIG. 10C, the torque sharing ratio GTCOF of the release side clutch is calculated, and as the torque phase elapses. Decrease from 1 to 0. On the other hand, the torque sharing ratio GTCON engagement side clutch is calculated based on GTCOF, increases from 0 with the passage of the torque phase to 1. Then, the estimated input torque STIN calculated by the input shaft torque estimating means 120 is multiplied by the torque sharing gain, and as shown in FIG. 10D, the engagement side clutch target torque TTCON and the release side clutch target torque TTCOF are obtained. Calculated.

  Next, when it is determined at time t2 that the torque phase has ended, a series of shift control during downshifting ends.

  Here, when the speed change performance in the torque phase is improved, the desired speed change performance can be realized by changing the torque change gain GTOTRQ set by the target output shaft torque setting means 110.

  Furthermore, in the present embodiment, the target output shaft torque TTOT in the torque phase can be set smoothly in a curved manner.

  In this way, by setting the target output shaft torque in the torque phase during downshift in a curvilinear manner and calculating the clutch transmission torque based on this, the degree of freedom in setting the clutch transmission torque is increased and the transmission performance is improved. It becomes possible to make it.

Next, the configuration and operation of the automatic transmission control device according to the second embodiment of the present invention will be described with reference to FIG.
FIG. 11 is a system configuration diagram showing a main part of a control device for an automatic transmission according to the second embodiment of the present invention.

  Torque generated in the engine 1 is input to the first clutch input shaft 81a and the second clutch input shaft 81b via the torque converter 82. In the present embodiment, the first clutch 82a is a second speed clutch, and the second clutch 82b is a third speed clutch. A second speed gear 83 is connected to the output side of the first clutch 82a, and a third speed gear 85 is connected to the output side of the second clutch 82b. These transmission gears are meshed with the output gear 84, and a transmission output shaft 86 is connected to the output gear 84. Then, an unillustrated actuator releases the first clutch 82a from the engaged state and engages the second clutch 82b from the released state, thereby switching the torque transmission path inside the transmission, from the second speed to the third speed. The shifting operation is realized.

  Even in such an automatic transmission with a torque converter, the same effect can be obtained by applying the clutch control of the present invention in the torque phase of the shift operation.

  The transmission control device 100 sets the target value TTOT of the output shaft torque generated on the transmission output shaft 86 in the torque phase smoothly in a curve by the target output shaft torque setting means 110 shown in FIG. In the input shaft torque estimation 120 shown in FIG. 3, the estimated input torque STIN generated in the first clutch input shaft 81a and the second clutch input shaft 81b is calculated using various characteristics of the torque converter 80. The torque sharing ratio calculation means 130 shown in FIG. 3 calculates torque sharing ratios GTCON and GTCOF for determining the transmission torque to be handled by the engagement side clutch and the release side clutch based on the set target output shaft torque. To do. Then, the engagement side clutch target torque GTCON and the release side clutch target torque GTCOF are calculated from the estimated input torque STIN and the torque sharing gains GTCON and GTCOF.

  As described above, also in the automatic transmission with a torque converter, the degree of freedom in setting the clutch transmission torque in the torque phase is increased, and the transmission performance can be improved.

In the present invention, the configuration of the automatic transmission is not limited to the twin clutch type transmission, but the engagement force acting on a plurality of clutches is individually controlled, and at the same time one clutch is engaged, the other clutch is Any automatic transmission that realizes a speed change operation by releasing may be used.

1 is a system configuration diagram showing a main part of a control device for an automatic transmission according to a first embodiment of the present invention. 1 is a skeleton diagram showing a configuration of an automatic transmission according to a first embodiment of the present invention. It is a block diagram which shows the structure of the principal part of the control apparatus of the automatic transmission by the 1st Embodiment of this invention. It is a flowchart which shows the control content of the target output shaft torque setting means of the control apparatus of the automatic transmission by the 1st Embodiment of this invention. It is explanatory drawing of the map which the target output shaft torque setting means of the control apparatus of the automatic transmission by the 1st Embodiment of this invention uses. It is explanatory drawing of the map which the target output shaft torque setting means of the control apparatus of the automatic transmission by the 1st Embodiment of this invention uses. It is a flowchart which shows the control content of the torque sharing ratio calculating means of the control apparatus of the automatic transmission by the 1st Embodiment of this invention. It is a flowchart which shows the control content as a whole of the control apparatus of the automatic transmission by the 1st Embodiment of this invention. It is a time chart which shows the control action at the time of the upshift by the control apparatus of the automatic transmission by the 1st Embodiment of this invention. It is a time chart which shows the control operation at the time of downshift by the control apparatus of the automatic transmission by the 1st Embodiment of this invention. It is a system block diagram which shows the principal part of the control apparatus of the automatic transmission by the 2nd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Automatic transmission 3a ... 1st clutch 3b ... 2nd clutch 4a ... 1st clutch actuator 4b ... 2nd clutch actuator 5 ... Shift actuator 6 ... Electric control throttle 100 ... Transmission control apparatus 200 ... Engine control apparatus 110 ... target output shaft torque setting means 120 ... input shaft torque estimation means 130 ... torque sharing ratio calculation means 140 ... engagement side clutch torque calculation means 150 ... release side clutch torque calculation means

Claims (1)

A control device for an automatic transmission that individually controls the engagement force acting on a plurality of clutches, and simultaneously engages one clutch and releases the other clutch, thereby realizing a shift operation,
Wherein the plurality of clutches, with varying the engagement force acting on the release side clutch curvilinear, e Bei control means for varying the engagement force acting on the engagement side clutch curvilinear,
The control means includes
A target value of torque transmitted to the output shaft of the transmission in the torque phase of the speed change operation is set in a curve, and then an engagement force acting on the release side clutch is obtained based on the torque target value. Yes,
Further, the control means, when the shift operation is an upshift,
Based on the set target output shaft torque, the engagement force acting on the engagement side clutch is calculated,
Based on the calculated engagement force acting on the engagement side clutch, the engagement force acting on the release side clutch is calculated,
Further, the control means, when the shift operation is a downshift,
Based on the set target output shaft torque, the engagement force acting on the release side clutch is calculated,
A control device for an automatic transmission , wherein an engagement force acting on the engagement side clutch is calculated based on the determined engagement force acting on the release side clutch .

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