JP4867254B2 - Control device for multiple clutch transmission - Google Patents

Description

  The present invention relates to a transmission configured to execute a shift of a transmission by switching engagement / release of a plurality of start clutches that transmit power output from a power source to a transmission mechanism that sets a transmission gear ratio. This relates to the control device.

  In a shift operation of a multiple clutch transmission, it is conceivable to change the torque capacity by appropriately changing the slip amount during clutch-to-clutch shift in order to reduce the shock at the time of shifting. For example, in Patent Document 1, the target engine speed is determined based on the time of the first period corresponding to the torque phase and the speed of the driven member of the engagement side clutch, and the torque transmitted by the release side clutch is calculated. An invention is described which is configured to track the determined target engine speed by linearly increasing the torque transmitted via the engagement side clutch while linearly decreasing the torque.

  Patent Document 2 describes an invention configured to pre-shift in advance when an upshift is expected, and to output a clutch switching command and a throttle opening reduction command simultaneously with the end of the pre-shift. .

  Patent Document 3 describes an invention configured to perform torque down control during an inertia phase of upshift control.

Furthermore, Patent Document 4 describes an invention configured to increase the gain of feedback control performed with respect to the input rotational speed at the time of shifting compared to the normal time.
JP 2004-251456 A Japanese Patent Laying-Open No. 2005-3076 JP-A-10-59022 JP-A-5-280628

  However, according to the invention of Patent Document 1, since the torque capacity of the disengagement clutch and the engagement clutch is controlled so that the engine changes following the target engine speed, there are two clutches to be controlled. In addition, an inertia torque appears in the output shaft torque as the torque capacity of these clutches changes, which may cause a shift shock.

  The present invention has been made to solve the above technical problem, and has an object to suppress a shift shock during a power-on upshift of a multiple clutch transmission.

The invention for solving the aforementioned problem, configured as a plurality of the starting clutch involved in the shift to the slip control in order to prevent or suppress the occurrence of shock by simplifying the control of the starting clutch It is characterized by that. More specifically, a first aspect of the invention, together with a power source is connected to the input side of the slip control can be more starting clutch, respectively between the output side and the output member of their starting clutch predetermined A plurality of transmission mechanisms having a transmission ratio of 1 are selectively provided in the torque transmission state, and one of the start clutches is switched from the engaged state to the released state, and the other start clutch is engaged from the released state. run the gear by, in the control device of the plurality clutch transmission which is slip-controlled to the starting clutch is engaged in a state of setting a predetermined speed ratio becomes the target slip amount, output to the power source after the determination of the upshift to reduce the speed change ratio with increasing demand is satisfied, the slip controlled release side onset proceeds classes are in the Appushifu preparative previous gear ratio Outputs a disengagement command value to release the solution while maintaining the slipping state by the slip control according to the gear ratio Ji, gradually the hydraulic pressure of the engaged engaging side starting clutch should be in gear ratio after the upshift and upshift control means for outputting an engagement command value to increase, with the release command value of the disengagement side starting clutch becomes equal to a completely released position to the release side starting clutch, the engagement-side start clutch a rotational speed determining means for determining that the oil pressure of the filling force rpm before with increasing decreases to predetermined value, established determination that has decreased to a predetermined value the input rotational speed is predetermined based on the fact, before the entering-force rpm so that the target slip amount according to the gear ratio after Rutotomoni upshift is lowered to the rotation speed corresponding to the gear ratio after the upshift Ru controller der, characterized in that it comprises a slip control means for slip control of the engaging-side starting clutch.
According to the invention of claim 2, a power source is connected to the input sides of a plurality of start clutches capable of slip control, and each of the start clutches has a predetermined gear ratio between the output side and the output member. A plurality of transmission mechanisms are provided so as to be selectively in a torque transmission state, and one of the start clutches is switched from the engaged state to the released state, and another start clutch is engaged from the released state to execute a shift. In the control apparatus for a multi-clutch transmission, after the determination of the upshift that reduces the gear ratio is established, the output side rotational speed of the release-side start clutch for achieving the upshift is connected to the power source. In a state where slip control is performed so as to be smaller than the input side rotational speed, a release command value for releasing the release side start clutch is output. Upshift control means for outputting an engagement command value so that the engagement side start clutch is in a predetermined slip state, and the release command value of the release side start clutch become a value for bringing the release side start clutch into a fully released state. Based on the fact that a determination is made that the input side rotational speed has decreased to a predetermined value, and a rotational speed determination means for determining that the input side rotational speed has decreased to a predetermined value. Slip control means for slip-controlling the engagement-side start clutch to reduce the input-side rotational speed to a rotational speed corresponding to the speed ratio after the upshift, and upshifting when the output of the power source is requested to increase In this case, the first slip rotation speed detecting means for detecting the slip rotation speed of the disengagement start clutch, and the slip rotation speed detected by the first slip rotation speed detecting means is a predetermined first predetermined time. The power source when the first slip determining means for determining that the slip rotational speed is less than or equal to the first slip determination means and the first slip determining means determines that the slip rotational speed is less than or equal to the first predetermined rotational speed. First output torque reduction means for reducing the output torque of the engagement side, second slip rotation speed detection means for detecting the slip rotation speed of the engagement side start clutch, and the engagement detected by the second slip rotation speed detection means. A second slip determining means for determining that the slippage rotational speed of the combined side start clutch is equal to or less than a predetermined second predetermined speed; and the slippage rotational speed of the engagement side start clutch is determined by the second slip determination means. Output torque increasing means for increasing the output torque of the power source that has been reduced by the first output torque reducing means when it is determined that the rotation speed is equal to or lower than the second predetermined rotation speed, and the engagement side Starting clutter H includes an engagement device capable of changing the engagement state by feedback control of the engagement hydraulic pressure, and while the output torque of the power source is reduced by the first output torque reduction means, It further comprises feedback prohibiting means for prohibiting feedback control of the engagement hydraulic pressure for the engagement side starting clutch.
Further, the power source is coupled to the input side of the plurality of start clutches capable of slip control, and each of the start clutches has a predetermined gear ratio between the output side and the output member. A plurality of transmission mechanisms are provided so as to be selectively in a torque transmission state, and one of the start clutches is switched from the engaged state to the released state, and another start clutch is engaged from the released state to execute a shift. In the control apparatus for a multi-clutch transmission, after the determination of the upshift that reduces the gear ratio is established, the output side rotational speed of the release-side start clutch for achieving the upshift is connected to the power source. In a state where slip control is performed so as to be smaller than the input side rotational speed, a release command value for releasing the release side starting clutch is output. An upshift control means for outputting an engagement command value so that the engagement side start clutch is in a predetermined slip state, and a release command value for the release side start clutch is set to a value for bringing the release side start clutch into a fully released state. In this state, a determination is made that the rotational speed determination means determines that the input side rotational speed has decreased to a predetermined value, and that the input side rotational speed has decreased to a predetermined value. A slip control means for slip-controlling the engagement-side start clutch to reduce the input-side rotation speed to a rotation speed corresponding to the speed ratio after the upshift, and a slip rotation speed of the engagement-side start clutch Is a shift end determination means for determining the end of a shift when a state within a predetermined deviation range with respect to the target slip rotation speed during normal travel where no shift occurs is continued for a predetermined time. Based on the engagement pressure command value of the engagement side start clutch when the shift end determination by the shift end determination means is established, the engagement hydraulic pressure command value of the engagement side start clutch during normal running is learned and corrected And learning means for performing the above.

According to a fourth aspect of the present invention, in the first or third aspect of the present invention, the first slip rotational speed for detecting the slip rotational speed of the disengagement start clutch at the time of an upshift at the time of an output increase request of the power source. Detection means, first slip determination means for determining that the slip rotation speed detected by the first slip rotation speed detection means is equal to or less than a predetermined first predetermined rotation speed, and the first slip determination means And a first output torque reducing means for reducing the output torque of the power source when it is determined that the slip rotational speed is equal to or lower than the first predetermined rotational speed. It is a control apparatus of a multiple clutch transmission.

According to a fifth aspect of the present invention, in the fourth aspect of the invention, the second slip rotational speed detecting means for detecting the slip rotational speed of the engagement side starting clutch, and the engagement detected by the second slip rotational speed detecting means. A second slip determining means for determining that the slippage rotational speed of the combined side start clutch is equal to or less than a predetermined second predetermined speed; and the slippage rotational speed of the engagement side start clutch is determined by the second slip determination means. Output torque increasing means for increasing the output torque of the power source that has been decreased by the first output torque reducing means when it is determined that the speed is equal to or lower than the second predetermined rotation speed. The control device for the multiple clutch transmission.

According to a sixth aspect of the present invention, in the fourth or fifth aspect of the present invention, the engagement side start clutch includes an engagement device capable of changing an engagement state by feedback control of an engagement hydraulic pressure. While the output torque of the power source is being reduced by the output torque reduction means, feedback prohibiting means for prohibiting feedback control of the engagement hydraulic pressure for the engagement side starting clutch is further provided. It is a control apparatus of a multiple clutch transmission.

According to a seventh aspect of the present invention, in the invention according to any one of the first to sixth aspects, the slip rotational speed of the disengagement start clutch during the upshift has decreased to a predetermined third predetermined rotational speed or less. when the control device of the plurality clutch transmission, characterized in that a slip system Gosuru starting clutch to the said release side starting clutch further comprises a switching Ru slip control target switching means to the engagement-side start clutch It is.

The invention of claim 8 is the invention of claim 7, the target slip after being switched to the engagement-side start clutch from the released side starting clutch by the starting clutch to be slip control before Symbol slip control Target switching means The rotational speed is changed from the difference between the input side rotational speed and the output side rotational speed of the disengagement start clutch to the difference between the input side rotational speed and the output side rotational speed of the engagement side start clutch. A control apparatus for a multiple clutch transmission, further comprising a target slip rotation speed changing means.

The invention of claim 9, in the invention of any one of claims 1, 2, 5 to 8, slip rotational speed of the front Kigakarigo side starting clutch, to the target slip rotational speed during normal running where there is no shift The shift end determining means for determining the end of the shift when the state within the predetermined deviation range continues for a predetermined time, and the engagement-side starting clutch when the shift end determination by the shift end determining means is established. A control device for a multi-clutch transmission, further comprising learning means for learning and correcting an engagement hydraulic pressure command value of the engagement side start clutch during normal running based on an engagement pressure command value. is there.

The invention of claim 10 is the invention of claim 3 or 9, wherein the chemical 習手 stage, the hydraulic pressure command value and the hydraulic pressure command value during normal running of the engagement side starting clutch at the gear shifting completion determination establishment And a means for adding the difference to the feedback control correction amount of the engagement hydraulic pressure of the engagement side start clutch.

According to an eleventh aspect of the present invention, in the invention according to any one of the first to tenth aspects, the command value of the engagement hydraulic pressure of the engagement side start clutch is increased at a predetermined gradient during the upshift, and the gradient is increased. The output torque of the power source, the difference in the rotational speed of the power source before and after the shift, the change continuation time of the sliding rotational speed of the engagement side start clutch, and the engagement side start clutch are maintained in the state immediately before the engagement. A pressure increase gradient setting means for setting based on at least one of the standby pressure, and the difference between the output torque of the power source and the transmission torque capacity based on the command value of the engagement side start clutch is the release side start clutch And a hydraulic pressure control means for setting a hydraulic pressure command value for the disengagement start clutch so as to achieve a transmission torque capacity of the multiple clutch transmission.

According to a twelfth aspect of the present invention, in the invention according to any one of the first to eleventh aspects, when the release command value of the release side start clutch or the engagement command value of the engagement side start clutch is feedback controlled during shifting. The multi-clutch transmission control apparatus further comprises gain setting means for making the feedback gain larger than the feedback gain other than during shifting.

The invention of claim 13 is the invention of any one of claims 1 to 12 , wherein it is determined that the slip rotation speed of the disengagement start clutch is equal to or less than a predetermined fourth rotation speed, and A multi-clutch transmission, further comprising a second output torque reducing means for reducing the output torque of the power source when the hydraulic pressure of the release side starting clutch becomes a predetermined value or less. It is a control device.

According to the first aspect of the present invention, in a transmission that performs a shift by switching a starting clutch that should transmit power output from a power source to a transmission mechanism that sets a transmission gear ratio, in response to an output increase request to the power source. Te during Ruiwayuru Pawaon'a Ppushifuto reduce the speed change ratio, the solution release control while maintaining the slipping state of the release-side start clutch previous slip state where the torque transmission gear ratio before shifting. In addition, a command value is output so that the engagement-side start clutch that transmits torque at the speed ratio after the shift is engaged in a predetermined slip state. Then, decrease release command value for the disengagement side starting clutch, in a state where this has become the value of the completely released position, the input-side rotational speed of that with increasing the engagement side starting clutch oil pressure to a predetermined value when the engagement side starting clutch is your slip system in place of the release-side starting clutch, the input rotational speed is controlled such that the rotational speed corresponding to the gear ratio after shifting. Therefore, the above upshift, the release-side starting clutch in the first half of the gear shift control is your slip system, followed by it, since the engaging side starting clutch is your slip system in place of the release-side start clutch, the engagement Since the controlled object of the state is limited to one of the starting clutches, and the starting clutch of the controlled object is maintained in the slipping state, in addition to being easy to control, the torque change can be absorbed by slipping. result, Ru can be effectively prevent the deterioration of the shift shock.
According to the invention of claim 2, in addition to the same effect as that of the invention of claim 1 described above, during the power-on upshift, the slipping rotational speed of the release side starting clutch, that is, the rotational speed and output on the input side thereof. Since the output torque of the power source is reduced when the difference from the rotational speed on the side becomes the first predetermined rotational speed, the rotational speed of the power source decreases toward the synchronous rotational speed at the speed ratio after the upshift. To do. As a result, since the amount of energy absorbed by the starting clutch can be reduced, the durability of the starting clutch can be improved. Further, as described above, since the output torque of the power source is reduced in a state where a large slip is generated in the starting clutch, the torque change is less likely to appear as the driving torque, and a lack of driving force is prevented. Further, since the output torque of the power source is increased when the slip amount decreases, the driving force after the end of the shift can be ensured. Furthermore, since the feedback control for the engagement command value of the engagement side start clutch is prohibited while the output torque of the power source is decreasing, fluctuations in the drive torque associated with the feedback control can be suppressed, and a shift shock is caused accordingly. Can be suppressed.
Furthermore, according to the invention of claim 3, in addition to the same effect as that of the invention of claim 1 described above, it is possible to suppress changes in the end determination timing due to individual differences of each starting clutch and variations due to changes over time. In addition, it is possible to suppress a shock at the time of shifting control and switching to normal control.

According to the invention of claim 4, during the power-on upshift, the slipping rotational speed of the disengagement start clutch, that is, the difference between the rotational speed on the input side and the rotational speed on the output side is the first predetermined rotational speed. Since the output torque of the power source is reduced at this point, the rotational speed of the power source decreases toward the synchronous rotational speed at the speed ratio after the upshift. As a result, since the amount of energy absorbed by the starting clutch can be reduced, the durability of the starting clutch can be improved. Further, in a state in which good urchin above SL, large slippage starting clutch has occurred, as it reduces the output torque of the power source, the torque change is less likely to appear as the driving torque, etc. shortage of the driving force is prevented .

According to the invention of claim 5 , since the output torque of the power source is increased when the slip amount is reduced, the driving force after the end of the shift can be ensured.

According to the sixth aspect of the present invention, since the feedback control for the engagement command value of the engagement side start clutch is prohibited while the output torque of the power source is decreasing, the fluctuation of the drive torque accompanying the feedback control can be suppressed. Accordingly, a shift shock can be suppressed.

According to the seventh aspect of the present invention, since the start clutch that is the object of slip control can be smoothly switched at the time of shifting, the engine speed increases temporarily and the torque capacity of the plurality of start clutches increases. It is possible to prevent so-called tie-up that both increase, and to suppress shift shock.

According to the eighth aspect of the invention, the target value of the slip rotation speed in the slip control is switched from the slip rotation speed of the disengagement start clutch to the slip rotation speed of the engagement start clutch. Therefore, since the target slip rotation speed is set to the actual slip rotation speed, the feedback control becomes a pseudo stop state, and as a result, the shift shock can be suppressed or the deterioration of the shift shock can be prevented. Can do.

According to the ninth aspect of the present invention, it is possible to suppress changes in the end determination timing due to individual differences of each starting clutch and variations due to changes over time, and to suppress shocks at the time of shifting control and switching to normal control. can do.

According to the invention of claim 10 , the slip control is continued by adding the difference between the actual hydraulic pressure command value of the engagement side start clutch and the hydraulic pressure command value during normal running to the feedback correction amount of the release side start clutch. Therefore, it is possible to suppress the variation of the slip rotation speed accompanying the shift and to suppress the shift shock.

According to the eleventh aspect of the present invention, the increasing gradient of the hydraulic pressure command value of the engagement side starting clutch is the output torque of the power source, the difference in the rotational speed of the power source before and after the shift, the change duration of the sliding rotational speed, the engagement side It is determined based on the standby pressure that maintains the starting clutch in the state immediately before engagement. Therefore, the increase gradient of the engagement side starting clutch can be determined optimally. Further, the hydraulic pressure command value is set so that the difference between the estimated output torque value of the power source and the estimated torque capacity of the starting clutch becomes the torque capacity of the disengagement starting clutch. Therefore, it is possible to suppress a drop in driving force during the shift.

According to the twelfth aspect of the present invention, by increasing the feedback gain, the responsiveness can be improved and the shift shock can be suppressed.

According to the thirteenth aspect of the present invention, the difference in rotational speed between the rotational speed on the output side of the release side start clutch and the rotational speed on the input side of any start clutch is equal to or less than a predetermined value, and When the engagement hydraulic pressure is less than or equal to a predetermined value, the output torque of the power source is reduced. Since the output torque reduction timing is determined not only by the rotational speed difference but also by the engagement hydraulic pressure, the engine torque reduction timing can be accurately determined.

  Next, the present invention will be described based on specific examples. FIG. 9 schematically shows an example of a power train and a control system of a vehicle Ve according to an embodiment of the present invention. First, the vehicle Ve is provided with an engine 1 as a driving force source, and a transmission 3 corresponding to the transmission mechanism in the present invention is provided in a power transmission path formed between the engine 1 and the wheels 2. ing. The transmission 3 includes a first start clutch output shaft 4, a second start clutch output shaft 5, a first transmission output shaft 6, and a second transmission output shaft 7. The second start clutch output shaft 5 is formed in a cylindrical shape, and the first start clutch output shaft 4 is disposed inside the second start clutch output shaft 5. Further, the first start clutch output shaft 4 and the second start clutch output shaft 5 are arranged on the same axis so that the first start clutch output shaft 4 and the second start clutch output shaft 5 can be rotated relative to each other. Has been. Further, a first transmission output shaft 6 is arranged in parallel to the first start clutch output shaft 4 and the second start clutch output shaft 5, and the first transmission output shaft 6 and the second transmission output are arranged. The shaft 7 is arranged in parallel.

  On the other hand, a drive gear 45 that rotates integrally with the first transmission output shaft 6 and a driven gear 46 that rotates integrally with the second transmission output shaft 7 are engaged with each other. Further, the transmission 3 has an input shaft 47 connected to the engine 1. Further, a start clutch C1 for controlling the power transmission state between the first start clutch output shaft 4 and the input shaft 47, and a start for controlling the power transmission state between the second start clutch output shaft 5 and the input shaft 47. A clutch C2 is provided. As the starting clutch C1 and the starting clutch C2, for example, a friction clutch, more specifically, a wet clutch can be used. That is, the plates and the disks constituting the starting clutch C1 and the starting clutch C2 are lubricated and cooled by the lubricating oil. These starting clutches C1 and C2 are so-called twin clutches configured to be able to control the engagement pressure command value or the torque capacity separately.

  Further, the transmission 3 has a first speed gear pair 8 to a sixth speed gear pair 13 in order to set the forward gear. First, the first speed gear pair 8 includes a first speed drive gear 14 and a first speed driven gear 15 meshed with the first speed drive gear 14. The first speed drive gear 14 is provided on the first start clutch output shaft 4, and the first speed drive gear 14 and the first start clutch output shaft 4 are configured to rotate integrally. On the other hand, the 1st speed driven gear 15 is provided in the 1st transmission output shaft 6, and the 1st speed driven gear 15 and the 1st transmission output shaft 6 are comprised so that relative rotation is possible. .

  Next, the second speed gear pair 9 includes a second speed drive gear 16 and a second speed driven gear 17 meshed with the second speed drive gear 16. The 2nd speed drive gear 16 is provided in the 2nd start clutch output shaft 5, and the 2nd speed drive gear 16 and the 2nd start clutch output shaft 5 are comprised so that it may rotate integrally. On the other hand, the 2nd speed driven gear 17 is provided in the 1st transmission output shaft 6, and the 2nd speed driven gear 17 and the 1st transmission output shaft 6 are comprised so that relative rotation is possible. .

  Further, the third speed gear pair 10 includes a third speed drive gear 18 and a third speed driven gear 19 meshed with the third speed drive gear 18. The 3rd speed drive gear 18 is provided in the 1st start clutch output shaft 4, and the 3rd speed drive gear 18 and the 1st start clutch output shaft 4 are comprised so that relative rotation is possible. In contrast, the third speed driven gear 19 is provided on the first transmission output shaft 6, and the third speed driven gear 19 and the first transmission output shaft 6 are configured to rotate integrally.

  Further, the fourth speed gear pair 11 includes a fourth speed drive gear 20 and a fourth speed driven gear 21 meshed with the fourth speed drive gear 20. The 4th speed drive gear 20 is provided in the 2nd start clutch output shaft 5, and the 4th speed drive gear 20 and the 2nd start clutch output shaft 5 are comprised so that relative rotation is possible. On the other hand, the 4th speed driven gear 21 is provided in the 1st transmission output shaft 6, and it is comprised so that the 4th speed driven gear 21 and the 1st transmission output shaft 6 may rotate integrally.

  Further, the fifth speed gear pair 12 includes a fifth speed drive gear 22 and a fifth speed driven gear 23 meshed with the fifth speed drive gear 22. The fifth speed drive gear 22 is provided on the first start clutch output shaft 4 and is configured such that the fifth speed drive gear 22 and the first start clutch output shaft 4 can be rotated relative to each other. In contrast, the fifth speed driven gear 23 is provided on the first transmission output shaft 6, and the fifth speed driven gear 23 and the first transmission output shaft 6 are configured to rotate integrally.

  Further, the sixth speed gear pair 13 includes a sixth speed drive gear 24 and a sixth speed driven gear 25 meshed with the sixth speed drive gear 24. The sixth speed drive gear 24 is provided on the second start clutch output shaft 5, and is configured such that the sixth speed drive gear 24 and the second start clutch output shaft 5 can be rotated relative to each other. In contrast, the sixth speed driven gear 25 is provided on the first transmission output shaft 6, and the sixth speed driven gear 25 and the first transmission output shaft 6 are configured to rotate integrally.

  Further, the transmission 3 has a reverse gear pair 26 for setting the reverse gear. The reverse gear pair 26 includes a reverse drive gear 27 and a reverse drive gear 28, and a reverse idler gear 29 meshed with the reverse drive gear 27 and the reverse drive gear 28. The reverse drive gear 27 is provided on the second start clutch output shaft 5, and the reverse drive gear 27 and the second start clutch output shaft 5 are configured to rotate integrally. On the other hand, the reverse driven gear 28 is provided on the first transmission output shaft 6, and the reverse driven gear 28 and the first transmission output shaft 6 are configured to be relatively rotatable.

  A plurality of shift clutches are provided corresponding to each shift gear pair. This speed change clutch is a device that controls the power transmission state between each gear constituting the speed change gear pair and each shaft. In this embodiment, a case where a synchronous engagement device (synchromesh mechanism) is used as a shifting clutch will be described. First, the first synchronous engagement device 30 corresponding to the first speed gear pair 8 is provided on the first transmission output shaft 6. The first synchronous engagement device 30 rotates integrally with the first transmission output shaft 6 and rotates integrally with the first speed driven gear 15 and the sleeve 31 operable in the axial direction of the first transmission output shaft 6. The outer gear 32 has a synchronizer ring (not shown) and a synchronizer key (not shown) that rotate integrally with the sleeve 31 and that can operate together with the sleeve 31 in the axial direction. The sleeve 31 is formed with an inner gear (not shown), and the outer gear 32 and the inner gear of the sleeve 31 are engaged and released when the sleeve 31 moves in the axial direction. Has been. When the outer gear 32 and the inner gear of the sleeve 31 are engaged, the first speed gear pair 8 is passed between the first start clutch output shaft 4 and the first transmission output shaft 6. Power transmission can be performed. On the other hand, when the sleeve 31 is moved to the neutral position in the axial direction and the inner gear and the outer gear 32 of the sleeve 31 are released, the first start clutch output shaft 4 and the first transmission output shaft. 6, it becomes impossible to transmit power via the first speed gear pair 8.

  The second synchronous engagement device 33 corresponding to the second speed gear pair 9 is provided on the first transmission output shaft 6. The second synchronous engagement device 33 rotates integrally with the first transmission output shaft 6 and rotates integrally with the sleeve 34 operable in the axial direction of the first transmission output shaft 6 and the second speed driven gear 17. The outer gear 35 has a synchronizer ring (not shown) and a synchronizer key (not shown) that rotate integrally with the sleeve 34 and can operate in the axial direction together with the sleeve 34. An inner gear (not shown) is formed on the sleeve 34, and the outer gear 35 and the inner gear are engaged and released when the sleeve 34 moves in the axial direction. When the outer gear 35 and the inner gear of the sleeve 34 are engaged, the second speed gear pair 9 is passed between the second start clutch output shaft 5 and the first transmission output shaft 6. Power transmission can be performed. On the other hand, when the outer gear 35 and the inner gear of the sleeve 34 are released, the second speed gear pair 9 is provided between the second starting clutch output shaft 5 and the first transmission output shaft 6. It becomes impossible to transmit power via the.

  The second synchronous engagement device 33 also has a function as a clutch corresponding to the reverse gear pair 26. That is, an outer gear 36 that rotates integrally with the reverse driven gear 28 is provided, and a synchronizer ring (not shown) corresponding to the outer gear 36 is provided. The sleeve 34 moves in the axial direction so that the outer gear 36 and the inner gear of the sleeve 34 are engaged and released. When the outer gear 36 and the inner gear of the sleeve 34 are engaged, power is transmitted between the second start clutch output shaft 5 and the first transmission output shaft 6 via the reverse gear pair 26. Can be performed. On the other hand, when the outer gear 36 and the inner gear of the sleeve 34 are released, the reverse gear pair 26 is routed between the second start clutch output shaft 5 and the first transmission output shaft 6. Power transmission becomes impossible. When the sleeve 34 is moved to the neutral position in the axial direction, it is possible to release the inner gear of the sleeve 34 from the two outer gears 35 and 36. Even if it is in the position, it meshes with only one of the two outer gears 35 and 36.

  A third synchronous engagement device 37 corresponding to the third speed gear pair 10 is provided on the first start clutch output shaft 4. The third synchronous engagement device 37 rotates integrally with the first start clutch output shaft 4 and rotates together with the sleeve 38 operable in the axial direction of the first start clutch output shaft 4 and the third speed drive gear 18. An outer gear 39, a synchronizer ring (not shown) and a synchronizer key (not shown) that rotate integrally with the sleeve 38 and that can operate in the axial direction together with the sleeve 38. The sleeve 38 is formed with an inner gear (not shown), and the sleeve 38 moves in the axial direction so that the outer gear 39 and the inner gear of the sleeve 38 are engaged and released. ing. When the outer gear 39 and the inner gear of the sleeve 38 are engaged, the third speed gear pair 10 is passed between the first start clutch output shaft 4 and the first transmission output shaft 6. Power transmission can be performed. On the other hand, when the outer gear 39 and the inner gear of the sleeve 38 are released, the third speed gear pair 10 is connected between the first start clutch output shaft 4 and the first transmission output shaft 6. It becomes impossible to transmit power via the route.

  The third synchronous engagement device 37 also has a function as a clutch corresponding to the fifth speed gear pair 12. That is, an outer gear 40 that rotates integrally with the fifth speed drive gear 22 is provided, and a synchronizer ring (not shown) corresponding to the outer gear 40 is provided. The sleeve 38 operates in the axial direction so that the outer gear 40 and the inner gear of the sleeve 38 are engaged and released. When the outer gear 40 and the inner gear of the sleeve 38 are engaged, the fifth speed gear pair 12 is passed between the first start clutch output shaft 4 and the first transmission output shaft 6. Power transmission can be performed. On the other hand, when the outer gear 40 and the inner gear of the sleeve 38 are released, the fifth speed gear pair 12 is connected between the first start clutch output shaft 4 and the first transmission output shaft 6. It becomes impossible to transmit power via the route. When the sleeve 38 is moved to the neutral position in the axial direction, the inner gear of the sleeve 38 can be released from the two outer gears 39 and 40. Even if it is in the position, it meshes with only one of the two outer gears 39, 40.

  A fourth synchronous engagement device 41 corresponding to the fourth speed gear pair 11 is provided on the second start clutch output shaft 5. The fourth synchronous engagement device 41 rotates integrally with the second start clutch output shaft 5 and rotates integrally with the fourth speed drive gear 20 and the sleeve 42 operable in the axial direction of the second start clutch output shaft 5. The outer gear 43 has a synchronizer ring (not shown) and a synchronizer key (not shown) that rotate integrally with the sleeve 42 and that can operate in the axial direction together with the sleeve 42. The sleeve 42 is formed with an inner gear (not shown), and the sleeve 42 moves in the axial direction so that the outer gear 43 and the inner gear of the sleeve 42 are engaged and released. ing. When the outer gear 43 and the inner gear of the sleeve are engaged, power is transmitted between the second start clutch output shaft 5 and the first transmission output shaft 6 via the fourth speed gear pair 11. Communication can be performed. On the other hand, when the outer gear 43 and the inner gear of the sleeve 42 are released, the fourth speed gear pair 11 is connected between the second start clutch output shaft 5 and the first transmission output shaft 6. It becomes impossible to transmit power via the route.

  The fourth synchronous engagement device 41 also has a function as a clutch corresponding to the sixth speed gear pair 13. That is, an outer gear 44 that rotates integrally with the sixth speed drive gear 24 is provided, and a synchronizer ring (not shown) corresponding to the outer gear 44 is provided. The sleeve 42 moves in the axial direction so that the outer gear 44 and the inner gear of the sleeve 42 are engaged and released. When the outer gear 44 and the inner gear of the sleeve 42 are engaged, the sixth speed gear pair 13 is passed between the second starting clutch output shaft 5 and the first transmission output shaft 6. Power transmission can be performed. On the other hand, when the outer gear 44 and the inner gear of the sleeve 42 are released, the sixth gear pair 13 is connected between the second start clutch output shaft 5 and the first transmission output shaft 6. It becomes impossible to transmit power via the route. When the sleeve 42 is moved to the neutral position in the axial direction, it is possible to release the inner gear of the sleeve 42 from the two outer gears 43 and 44. Even if it is in the position, it meshes with only one of the two outer gears 43 and 44.

  On the other hand, the engine 1 includes various power devices such as an internal combustion engine, an external combustion engine, and a motor. In this embodiment, a case where an internal combustion engine is used will be described. As the internal combustion engine, for example, a gasoline engine, a diesel engine, an LPG engine, a methanol engine, or the like can be used. In this embodiment, a case where a gasoline engine is used as the engine 1 will be described. The engine 1 is a known engine having an electronic throttle valve, a fuel injection amount control device, an ignition timing control device, and the like. Further, the vehicle Ve is provided with a brake device (not shown). This brake device is constituted by a brake pedal operated by an occupant, a wheel cylinder provided on the wheel 2, and the like. Then, the hydraulic pressure of the wheel cylinder is controlled according to the operation of the brake pedal, and the braking force for the wheel 2 is adjusted.

  Next, the control system of the vehicle Ve will be described. Actuators capable of separately controlling the start clutch C1, the start clutch C2, and the first synchronous engagement device 30 to the fourth synchronous engagement device 41 are provided. ing. In this embodiment, a hydraulic actuator 48 is used as the actuator. That is, the start clutch C1, the start clutch C2, and the first synchronous engagement device 30 to the fourth synchronous engagement device 41 are all hydraulically controlled clutches, and hydraulic chambers (not shown) corresponding to the respective clutches. And the hydraulic pressure of each hydraulic chamber is controlled by a hydraulic actuator 48. That is, the engagement pressure command values for the start clutch C1 and the start clutch C2 are controlled by the hydraulic actuator 48. The hydraulic actuator 48 has a known structure including a hydraulic circuit and a solenoid valve.

  In addition, an integrated electronic control unit (ECU) 49 that controls the entire vehicle Ve and an engine electronic control unit (ECU) 50 that controls the engine 1 are provided. Further, a shift operation device 51 that is operated by a passenger to control the transmission 3 is provided, and a shift state display device 52 that displays a shift state in the transmission 3 is provided. The shift operation device 51 may have either a structure in which the occupant operates with hands or a structure in which the occupants operate with feet. By operating the shift operation device 51, the forward gear (drive position), the reverse gear (reverse position), the neutral position, the parking position, and the like can be selectively switched. Further, the shift state display device 52 is configured to output the shift state of the transmission 3 by at least one display system such as lamp lighting, sound display, display display, and the like. An oil temperature sensor 520 that detects the temperature of the lubricating oil and the hydraulic oil of the hydraulic actuator 48 and a sleeve position sensor 53 that detects the position of the sleeve in the axial direction of each clutch are provided.

  Signals from various sensors and switches are input to the engine electronic control unit 50. For example, signals such as the rotational speed of the engine 1, the intake air amount, the intake air temperature, the accelerator opening, the throttle opening, and the cooling water temperature are input to the engine electronic control device 50. The engine electronic control device 50 outputs a signal for controlling the opening of the electronic throttle valve, the intake air amount, the ignition timing, the fuel injection amount, and the like of the engine 1.

  Signals from various sensors and switches are input to the integrated electronic control unit 49. The integrated electronic control unit 49 includes, for example, a rotation speed sensor 55 for the first start clutch output shaft 4, a rotation speed sensor 56 for the second start clutch output shaft 5, a rotation speed sensor 57 for the second transmission output shaft 7, and a lubrication. The temperature of the oil and hydraulic oil, the clutch temperature sensor 58 for detecting the temperature of the engagement surface of the starting clutches C1 and C2, the operating state of the brake pedal, the road condition obtained by the navigation system, the operating state of the shift operating device 51, the road gradient Signals from sensors, acceleration sensors, etc. are input. From the general electronic control unit 49, a signal for controlling the hydraulic actuator 48, a signal for controlling the shift state display unit 52, and the like are output. Signals are exchanged between the engine electronic control device 50 and the general electronic control device 49. In this embodiment, the rotational speeds of the various rotating members are parameters equivalent to the rotational speeds of the various rotating members.

  Next, control of the transmission 3 will be described. When the first speed of the forward gear is set by the transmission 3, the inner gear of the sleeve of the first synchronous engagement device 30 and the outer gear 32 are engaged by the operation of the sleeve of the first synchronous engagement device 30. In addition, the start clutch C1 is engaged, the sleeves of the second synchronization engagement device 33 to the fourth synchronization engagement device 41 are all controlled to the neutral position, and the start clutch C2 is released. Such control enables power transmission between the input shaft 47 and the second transmission output shaft 7 via the starting clutch C1 and the first speed gear pair 8, and the input shaft. 47 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the first speed drive gear 14 and the first speed driven gear 15 constituting the first speed gear pair 8. . That is, the first speed is set as the gear position of the transmission 3.

  Further, when the second speed of the forward gear is set by the transmission 3, the operation of the sleeve 34 of the second synchronous engagement device 33 causes the inner gear and the outer gear 35 of the sleeve 34 to be engaged, and the start The clutch C2 is engaged, the sleeves of the first synchronous engagement device 30, the third synchronous engagement device 37, and the fourth synchronous engagement device 41 are all controlled to the neutral position, and the starting clutch C1 is released. . Such control enables power transmission between the input shaft 47 and the second transmission output shaft 7 via the starting clutch C2 and the second speed gear pair 9, and the input shaft. 47 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the second speed drive gear 16 and the second speed driven gear 17 constituting the second speed gear pair 9. . That is, the second speed is set as the gear position of the transmission 3.

  When the transmission 3 is set to the third forward speed, the sleeve 38 of the third synchronous engagement device 37 is engaged with the inner gear of the sleeve 38 and the outer gear 39, and the start is started. While the clutch C1 is engaged, the sleeves of the first synchronous engagement device 30, the second synchronous engagement device 33, and the fourth synchronous engagement device 41 are all controlled to the neutral position, and the starting clutch C2 is released. The Such control makes it possible to transmit power between the input shaft 47 and the second transmission output shaft 7 via the starting clutch C1 and the third speed gear pair 10 and also for the input shaft. 47 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the third speed drive gear 18 and the third speed driven gear 19 constituting the third speed gear pair 10. . That is, the third speed is set as the gear position of the transmission 3.

  Further, when the fourth speed of the forward gear is set by the transmission 3, the inner gear and the outer gear 43 of the sleeve 42 are engaged by the operation of the sleeve 42 of the fourth synchronous engagement device 41, and the start is started. While the clutch C2 is engaged, the sleeves of the first synchronization engagement device 30, the second synchronization engagement device 33, and the third synchronization engagement device 37 are all controlled to the neutral position, and the starting clutch C1 is released. The Such control enables power transmission between the input shaft 47 and the second transmission output shaft 7 via the starting clutch C2 and the fourth speed gear pair 11, and the input shaft. 47 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the fourth speed drive gear 20 and the fourth speed driven gear 21 constituting the fourth speed gear pair 11. . That is, the fourth speed is set as the gear position of the transmission 3.

  Further, when the fifth speed of the forward gear is set by the transmission 3, the inner gear of the sleeve 38 and the outer gear 40 are engaged by the operation of the sleeve 38 of the third synchronous engagement device 37, and the start is started. While the clutch C1 is engaged, the sleeves of the first synchronous engagement device 30, the second synchronous engagement device 33, and the fourth synchronous engagement device 41 are all controlled to the neutral position, and the starting clutch C2 is released. The Such control makes it possible to transmit power between the input shaft 47 and the second transmission output shaft 7 via the starting clutch C1 and the fifth speed gear pair 12, and also the input shaft. 47 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the fifth speed drive gear 22 and the fifth speed driven gear 23 constituting the fifth speed gear pair 12. . That is, the fifth speed is set as the gear position of the transmission 3.

  Furthermore, when setting the sixth forward speed with the transmission 3, the inner gear and the outer gear 44 of the sleeve 42 are engaged by the operation of the sleeve 42 of the fourth synchronous engagement device 41, and the start is started. While the clutch C2 is engaged, the sleeves of the first synchronization engagement device 30, the second synchronization engagement device 33, and the third synchronization engagement device 37 are all controlled to the neutral position, and the starting clutch C1 is released. The Such control makes it possible to transmit power between the input shaft 47 and the second transmission output shaft 7 via the starting clutch C2 and the sixth speed gear pair 13, and the input shaft. 47 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the sixth speed drive gear 24 and the sixth speed driven gear 25 constituting the sixth speed gear pair 13. . That is, the sixth speed is set as the gear position of the transmission 3. Thus, the transmission 3 can selectively switch from the first speed to the sixth speed in the forward gear. That is, the transmission 3 is a stepped transmission that can switch the gear ratio stepwise or discontinuously.

  On the other hand, when the reverse gear (reverse position) is selected by operating the shift operation device 51, the inner gear of the sleeve 34 and the outer gear 36 are engaged by the operation of the sleeve 34 of the second synchronous engagement device 33. In addition, the start clutch C2 is engaged, the sleeves of the first synchronous engagement device 30, the third synchronous engagement device 37, and the fourth synchronous engagement device 41 are all controlled to the neutral position, and the start is started. The clutch C1 is released. By such control, it becomes possible to transmit power between the input shaft 47 and the second transmission output shaft 7 via the starting clutch C2 and the reverse gear pair 26, and The speed ratio with respect to the second transmission output shaft 7 is a value corresponding to the gear ratio of the reverse drive gear 27, the reverse idler gear 29, and the reverse driven gear 28 constituting the reverse gear pair 26. That is, the reverse speed is set by the transmission 3. Note that the rotation direction of the second transmission output shaft 7 is reversed between when the forward speed is set and when the reverse speed is set.

  When the forward gear or the reverse gear is selected, the input shaft 47 and the second transmission output shaft 7 are connected so as to be able to transmit power as described above, so that the engine 1 is operated and the accelerator pedal is depressed. In this case, that is, in a power-on state, the engine torque is transmitted to the wheels 2 via the transmission 3 to generate driving force. On the other hand, when the vehicle Ve is repulsive, that is, in a power-off state where the accelerator pedal is not depressed, torque corresponding to the kinetic energy of the vehicle Ve is transmitted from the wheels 2 via the transmission 3 to the engine. 1 to generate engine braking force.

  Further, when the parking position or the neutral position is selected by the shift operation device 51, both the starting clutch C1 and the starting clutch C2 are released. Such control makes it impossible to transmit power between the input shaft 47 and the second transmission output shaft 7. When switching from the currently set shift speed to another shift speed (target shift speed), the outer gear corresponding to the current shift speed is operated by operating the clutch sleeve that sets the current shift speed. The inner gear of the sleeve is released, and the clutch sleeve corresponding to the target gear stage is operated to engage the outer gear that sets the target gear stage and the inner gear of the sleeve. . In addition, when switching from the current shift speed to the target shift speed, when it is necessary to switch the engagement / release state of the starting clutch C1 and the starting clutch C2, the switching control is executed.

  In this embodiment, at the forward speed, the gear ratio in the transmission 3 increases as the number indicating the gear speed decreases. Here, the gear ratio of the transmission 3 is a value obtained by dividing the rotational speed of the input shaft 47 by the rotational speed of the second transmission output shaft 7. In this embodiment, the shift control in which the speed ratio at the target speed is larger than the speed ratio at the current speed is downshift. Further, the shift control in which the speed ratio at the target speed is smaller than the speed ratio at the current speed is the upshift. The transmission 3 is a so-called twin-clutch transmission 3 configured such that the torque capacity of the start clutch C1 and the torque capacity of the start clutch C2 are controlled when the gear ratio is switched. That is, when changing the gear position of the transmission 3, a so-called clutch-to-clutch shift is performed in which the start clutch C1 and the start clutch C2 are engaged / released in parallel.

  In this embodiment, the automatic transmission control and the manual transmission control can be selected when switching the gear position of the transmission 3. The manual shift control is a control for selectively switching the first to sixth gears when the occupant manually operates the shift operation device 51. The automatic shift control refers to a traveling state of the vehicle Ve, for example, a vehicle speed and an accelerator opening, and a shift map stored in the general electronic control unit 49 when the forward gear is selected by the shift operation device 51. Based on this, the shift determination is performed and the first to sixth gears are selectively switched. In this case, in the shift map, an upshift line that is a reference when upshifting from the current shift stage to another shift stage and a reference when downshifting from the current shift stage to another shift stage are performed. A downshift line is provided.

  The transmission 3 is connected to the engine 1 via the starting clutches C1 and C2, and the output torque of the engine 1 is not necessarily constant, and its inertia moment is large, and further acts from the road surface of the wheel 2. Negative torque changes constantly. In order to prevent such torque from becoming a factor that deteriorates ride comfort such as shock and noise, the starting clutch that is transmitting torque during steady driving (non-shifting) is slightly slid to absorb torque fluctuations. is doing. The control device according to the present invention performs shift control by effectively using such slip control, suppresses shift shock, and does not impair shift response.

  FIG. 1 is a flowchart showing an example of control for switching the slip control, that is, the clutch for which the slip control is performed. Here, an upshift from the first speed to the second speed is assumed, and the disengagement side clutch is the start clutch C1, and the engagement side clutch is the start clutch C2.

  First, it is determined whether or not the current state is a power-on upshift (step S11). Here, the power-on upshift is an upshift in a state where the accelerator pedal is depressed and the throttle opening is increasing and there is a request for increasing the power.

  The upshift is a shift control for controlling the engagement of the start clutch C2 together with the release control of the start clutch C1.

  If a negative determination is made in step S11, the routine is exited. If a positive determination is made, it is determined whether or not the engagement hydraulic pressure command value of the starting clutch C1 is “0”. (Step S12). If a negative determination is made in step S12, that is, if the engagement hydraulic pressure command value is not "0", it is considered that the starting clutch C1 is still in an engaged state, that is, a torque transmission state with a predetermined slip. Therefore, the slip control for releasing the clutch before shifting, that is, the starting clutch C1, is continued or executed (step S15).

  On the other hand, when the hydraulic pressure command value of the starting clutch C1 is “0”, that is, when the starting clutch C1 is set to a fully released state, the torque capacity transmitted by the engaging side starting clutch C2 is transmitted. Since the engine speed starts to decrease, the slip amount in the starting clutch C1 decreases. In other words, during steady running, the starting clutch C1 is controlled so as to generate a predetermined slip rotational speed so as to exhibit a buffering function that absorbs torque fluctuations, and with respect to the input rotational speed (or engine rotational speed). The output side rotational speed is small. For this reason, when the rotational change due to the upshift starts to occur, the rotational speed on the input side connected to the engine 1 decreases, and thus the slip rotational speed starts to decrease.

  Therefore, it is determined whether or not the slip amount of the starting clutch C1 is smaller than the predetermined value NSLPSFTS (step S13). The predetermined value NSLPSFTS is a predetermined determination reference value, and is a value set so that the clutch switching determination is performed when the slip amount is equal to or less than this value. In the above-described embodiment, the clutch switching determination is performed based on both the slip amount and the hydraulic pressure command value. However, in the present invention, it is sufficient that at least one of them is performed.

  If the determination in step S13 is affirmative, slip control of a clutch that transmits torque after shifting, that is, the starting clutch C2, is started (step S14).

  On the other hand, the torque of the engine is reduced during the shift control. FIG. 2 is a flowchart showing an example of engine torque reduction control during this shift. First, it is determined whether or not a power-on upshift is being performed (step S21). If a negative determination is made in step S21, that is, if it is determined that the speed is not being changed, the flag F1 is set to "0" and the routine is exited. If the determination in step S21 is affirmative, it is determined whether or not the flag F1 is “0”. That is, it is determined whether or not shifting has been started (step S22).

  If the determination in step S22 is affirmative, that is, if the speed is not being changed, it is determined whether or not the hydraulic pressure command value of the starting clutch C1 is “0” (step S23). If the determination in step S23 is affirmative, that is, if the command value for the starting clutch C1 has reached a value for completely releasing it, it is determined whether or not the slip amount of the starting clutch C2 is equal to or less than a predetermined value NSLPSFTS. (Step S24). If the determination in step S24 is affirmative, the flag F1 is set to “1” (step S25), and then the engine torque is reduced (step S26). The engine torque can be reduced by ignition timing control, fuel injection amount reduction, or motor generator torque reduction control in a hybrid vehicle.

  On the other hand, if a negative determination is made in step S22, that is, if the flag F1 is not “0”, whether or not the engine speed is smaller than a value obtained by adding a predetermined value α to the output speed of the starting clutch C2. Is determined (step S27). The predetermined value α is a predetermined determination reference value, and when the rotational speed of the engine 1 is equal to or smaller than the value obtained by adding the predetermined value α to the output shaft rotational speed, the engine torque is restored. The value to control.

  If an affirmative determination is made in step S27, the torque reduction of the engine ends, and the engine torque is restored to the engine torque before the decrease (step S28).

  Further, the slip control amount is changed as the shift proceeds. FIG. 3 is a flowchart showing an example of control for changing the slip amount as the shift proceeds.

  First, it is determined whether or not a power-on upshift is being performed (step S31). If a negative determination is made in step S31, the routine is exited. If the determination in step S31 is affirmative, it is determined whether the engine torque is being reduced (step S32). If the determination in step S32 is affirmative, that is, if the engine torque is being reduced, the target slip amount TNSLIPi is set to the current actual slip amount (difference between the engine speed and the output side speed of the starting clutch C2). Thus, the feedback control is substantially prohibited (step S33).

  On the other hand, if a negative determination is made in step S32, that is, if the engine torque is being reduced, the current target slip amount TNSLIPi is decreased by the target slip amount decrease amount DTNSLP from the target slip amount TNSLIPi-1 a predetermined time ago (Step S34). Accordingly, the target slip amount decrease amount DTNSLP becomes a decrease gradient of the target slip amount TNSLIPi, and step S34 is executed as many times as time elapses from the end of the engine torque reduction. Each time step S34 is executed, the target slip amount TNSLIPi will decline. Then, it is determined whether or not the target slip amount TNSLIPi is smaller than the target slip amount TNSLPC at the normal time (step S35). If the determination in step S35 is negative, the routine is exited. On the other hand, when a positive determination is made in step S35, that is, when the target slip amount TNSLIPi is smaller than the steady-state target slip amount TNSLPC, the target slip amount TNSLIPi is set as the steady-state target slip amount TNSLPC.

  Further, the feedforward value of the engagement pressure command value of the start clutch C2 is corrected based on a comparison between the estimated input torque at the start of engine torque reduction and the input torque in the steady state where the engine torque is not reduced. To do. FIG. 4 is a flowchart showing an example of the control.

  First, it is determined whether or not the current state is a power-on upshift (step S41). If the determination in step S41 is affirmative, it is determined whether or not the first application of the engagement hydraulic pressure of the starting clutch C2 has ended (step S42). The first apply is a control for rapidly supplying hydraulic pressure so as to reduce the pack clearance in the starting clutch C2. Further, if the determination in step S42 is affirmative, it is determined whether or not the low pressure standby control of the starting clutch C2 has ended (step S43). Here, the low-pressure standby control is a control for substantially maintaining engagement and starting to have a torque capacity. If a negative determination is made from step S41 to step S43, the flag F1 is set to “0” (step S410), and this routine is exited.

On the other hand, when a positive determination is made in step S43, it is determined whether or not the flag F1 is “0” (step S44). When the flag F1 is “0”, that is, when the engine torque reduction start condition is satisfied but the engine torque is not reduced, the feedforward control amount PC2FWDi for the starting clutch C2 is set to a predetermined gradient DUPPAPLSW. (Step S45). The predetermined gradient DUPPAPLSW is obtained by the following formula.
DPUPAPLSW = (PUPAPLSWPE−PUPAPLBAS) / TUPAPLSW
Where PUPAPLSWPE is the map value of the difference between the engine input torque and the engine speed before and after the shift, PUPAPLBAS is the oil pressure near the piston stroke end pressure, and TUPAPLSW is the change time of the slip amount based on the input torque. The value to be determined. That is, it is obtained from the engine output torque, the engine speed, the slip change time, and the standby pressure.

  Then, engine torque reduction is started (step S46). Then, after setting the flag F1 to “1” (step S47). The estimated engine torque TEFWDS during the feedforward control is set as the estimated engine torque TESM when the engine torque is reduced (step S48).

  On the other hand, if a negative determination is made in step S44, the feedforward control amount PC2FWDi for the starting clutch C2 is corrected based on the difference between the engine torque estimation amount TEFWDS and the engine torque estimation amount TESM when the engine torque is reduced (step S49). ).

  Further, during transmission, torque transmission is shared by both start clutches C1 and C2, and therefore, the feedforward control amount of the clutch engagement hydraulic pressure of start clutch C1 is determined in consideration of the estimated transfer torque capacity of start clutch C2. To do. FIG. 5 is a flowchart showing an example of the control.

  First, it is determined whether or not a power-on upshift is being performed (step S51). If a negative determination is made in step 51, this routine is exited. If a positive determination is made, that is, if the gear is being changed, the engagement pressure command value of the starting clutch C2 starts sweeping up. It is determined whether or not it has been done (step S52). If the determination in step S52 is affirmative, that is, if the torque starts to be distributed to the starting clutch C2, the feedforward control amount PC1FWDi of the starting clutch C1 is set to the difference between the engine torque and the transmission torque of the starting clutch C2. It calculates | requires based on (step S53). On the other hand, when the engagement pressure command value of the starting clutch C2 has not started the sweep-up, the feedforward control amount PC1FWDi of the starting clutch C1 is obtained based on the engine torque (step S54).

  Further, there may be a difference between the feedforward control amount at the time of shifting and at the end of shifting due to individual differences between the starting clutches C1 and C2. FIG. 6 is a flowchart showing an example of control for correcting this deviation.

  First, it is determined whether or not the power-on upshift has been completed (step S61). Note that this end determination is made when the actual slip amount continuously enters the predetermined value range of the target slip amount at the normal time for a predetermined time. If a negative determination is made in step S61, that is, if a shift is being performed, the feedforward control amount PC2FWD of the starting clutch C2 is set as the control amount during the shift (step S66), and the flag F1 is set to “0”. . On the other hand, if the determination in step S61 is affirmative, that is, if the shift is completed, it is determined whether or not the flag F1 is “0” (step S62). If a negative determination is made in step S62, this routine is exited. If a positive determination is made, that is, if it is determined immediately after the end of the shift, the feedback control amount PC2FBi for the start clutch C2 is set to the value during the shift. Correction is performed by the difference between the feedforward control amount PC2FWD and the steady-state feedforward control amount PC2FWDC (step S63). Then, after setting the flag F1 to “1” (step S64), the feedforward control amount is set to the steady-state feedforward control amount PC2FWDC (step S65).

  Further, the feedback gain during the shift is increased for the purpose of improving the response of the clutch during the shift. FIG. 7 is a flowchart showing an example of this control. First, in step S71, it is determined whether the current speed is being changed (step S71). If the determination in step S71 is affirmative, that is, if a shift is being performed, the current feedback gain is increased as the feedback gain during the shift (step S72). On the other hand, when it is determined that the speed is not being changed, the current feedback gain is used as a steady-state feedback gain, and the magnitude of the feedback gain is reduced (step S73).

  FIG. 8 is a time chart showing changes in physical quantities from the start to the end of shifting. First, when a shift command is output, a first fill is performed for the starting clutch C2 (from time A to time B). During this time, the starting clutch C1 is always slip-controlled in order to prevent a booming noise and respond to a shock on the transmission input side. When the first fill is completed, the engagement pressure command value for the start clutch C1 is decreased and the engagement pressure command value for the start clutch C2 is increased.

  Note that the decreasing gradient of the engagement pressure command value of the starting clutch C1 is based on the feedforward control amount PC1FWDi, and this feedforward control amount PC1FWDi is determined based on steps S51 to S54 shown in FIG. The sweep-up gradient of the starting clutch C2 is based on the feedforward control amount PC2FWDC, and is determined based on steps S41 to S410 shown in FIG. In step S53, the feedforward control amount PC1FWDi is based on the difference between the engine input torque and the transmission torque capacity of the start clutch C2, and this difference value decreases as the engagement degree of the start clutch C2 increases. And according to this difference value, the transmission torque capacity of the starting clutch C1 decreases. That is, since the decrease in the transmission torque capacity of the starting clutch C1 becomes the increase in the transmission torque capacity of the starting clutch C2, the torque transmitted to the output side does not decrease. Therefore, it is possible to suppress a decrease in driving force.

  Further, when time elapses, when the engagement pressure command value instruction value of the start clutch C1 reaches the lower limit and the engagement pressure command value instruction value of the start clutch C2 reaches the upper limit, the slip amount of the start clutch C1 decreases, The engine speed Ne starts to decrease (immediately before time point B). When the slip amount of the starting clutch C1 decreases below the predetermined value NSLPSFTS (corresponding to a positive determination in step S24, time B), the engine torque is decreased (corresponding to step S26, from time B to time C). ).

  In addition, the clutch to be subjected to slip control is switched from the starting clutch C1 to the starting clutch C2 (corresponding to step S11 to step S15, point B). When the engine speed becomes equal to or less than the value obtained by adding the predetermined value α to the output speed of the starting clutch C2, the torque reduction of the engine is terminated (corresponding to the case where an affirmative determination is made in step S27, point C). .

  By performing engine torque reduction after switching the start clutches C1 and C2, a decrease in the engine speed after the clutch switching ends, that is, a change in the rotational speed toward the synchronous speed in the speed ratio after the shift is promoted. Then, the engine speed can be reduced to a speed close to the output speed of the starting clutch C2 after the end of the shift. That is, the engine speed is advanced by a decrease in its own output, and the degree of lowering the engine speed by the start clutch involved in the shift is reduced, so that the durability of the start clutches C1 and C2 can be improved. Further, when the engine speed sufficiently decreases with the progress of the shift, the engine torque is increased. Therefore, it is possible to suppress a drop in the driving force after the shift is completed. It should be noted that the engine torque increase (return) timing can be determined by comparing the actual engine speed and the synchronous speed at the speed ratio after the shift.

  Further, when the start clutch switching determination is established, the start clutch to be subjected to slip control is also switched. Therefore, slip control can be appropriately performed, engine blow-up can be prevented, and shift shock can be suppressed.

  On the other hand, when the clutch switching determination is established (time B), the slip control feedback control amount is set to the actual slip amount (corresponding to step S33, from time B to time D). For this reason, from the time point B to the time point D, the target control amount coincides with the actual slip amount. Therefore, the feedback deviation of the control amount becomes “0”, and the feedback control is substantially prohibited. The sensitivity of the feedback control, that is, the ratio of the slip amount change corresponding to the change of the engagement pressure command value increases while the engine torque is reduced. Therefore, by substantially prohibiting the feedback control, it is possible to suppress a shock due to a delay in the feedback control. In the above embodiment, the feedback control amount is substantially prohibited by setting the feedback control amount to the actual slip amount. However, this may be forcibly prohibited.

  Furthermore, when time elapses and the engine torque-down recovery is completed (D point), feedback control is resumed. Then, the target slip amount TNSLIPi is set to be the steady-state target slip amount TNSLPC (corresponding to step S36).

  Thereafter, when time elapses and the end of shifting is determined (time E), the feedforward value of the start clutch C2 is corrected (corresponding to step S63). During the shift, an inertia torque corresponding to a decrease in the rotational speed associated with the upshift occurs, so that the feed forward value is set higher accordingly. Also, due to changes over time, a difference occurs in the feedforward value between the shift state and the steady state when shifting from the shift state to the steady state. For this reason, when the shift end determination is established, by correcting the feedforward value, it is possible to suppress the shock at the time of shifting to the steady state.

  Furthermore, by making the value of the feedback gain during the shift higher than the steady state, the responsiveness during the shift can be improved and the shock during the shift can be suppressed (corresponding to Step S71 to Step S73).

  In the power train shown in FIG. 9, the starting clutch C1 and the starting clutch C2 are arranged in parallel to the input shaft 47, and the second transmission output shaft 7 is connected to the wheels 2. The engine torque is transmitted to the start clutch C1 and the start clutch C2 via each gear pair, and then the power train is configured to transmit the torque to the second transmission output shaft 7. The invention of claim 1 can be applied.

Here, the correspondence between the configuration described in the embodiment and the configuration of the present invention will be described. Means for controlling the command values of the starting clutches C1 and C2 between time A and time B shown in FIG. corresponds to the upshift control means definitive to claim 1, 2, 3, the functional means in step S24 in step S13 and 2 of Figure 1, corresponding to the rotational speed determining means definitive to claim 1, 2, 3 and further has functional means in step S33 in step S14 and FIG. 3 in FIG. 1, which corresponds to the slip control means according to claim 1, 2, 3. Moreover, definitive to claim 2 and 4 to the "first slippage determining means" corresponds the functional means of Step S24, definitive to claim 2 and 4 to the "first output torque reduction means" in Step S26 Functional means correspond. Further, the definitive "second slippage determining means" in claim 2 and 5, corresponds the functional means of Step S27, the definitive to claim 2, 5 "output torque increasing means" functional in step S28 Corresponds to means. Then, the definitive to claim 2,6 "feedback inhibition means" corresponds the functional means of Step S33. Moreover, definitive to claim 7 in the "slip control target switching means" corresponds the functional means of Step S14, S15. Furthermore, the definitive in claim 8, "target slip rotation speed setting means" corresponds the functional means of Step S33.

Then, the definitive "shift end determination means" in claim 3 and 9, corresponds the functional means of Step S61, definitive to claim 3, 9 to "learning means", corresponds the functional means of step S63 To do. Furthermore, the definitive to claim 4, 10 "means for executing by ... adding" corresponds the functional means of Step S63. Then, the definitive to claim 11 "increase gradient setting unit" corresponds the functional means of Step S45, the "hydraulic pressure control unit" corresponds the functional means of Step S53. Moreover, definitive to claim 12 to the "gain setting means" corresponds the functional means of Step S72, S73. Then, the definitive to claim 13 "second output torque reduction means" corresponds the functional means of Step S26.

In addition, the present invention can be executed in the vehicle Ve in which the rotational axes of the power transmission members and the rotating members are arranged in either the front-rear direction of the vehicle Ve or the width direction of the vehicle Ve. The present invention can also be applied to a two-wheel drive vehicle having a configuration in which the torque of the second transmission output shaft 7 is transmitted to either the front wheels or the rear wheels. The present invention is also applicable to a four-wheel drive vehicle having a configuration in which the torque of the second transmission output shaft 7 is distributed to the front wheels and the rear wheels by a power distribution device (transfer). The present invention is also applicable to drive devices other than the vehicle Ve, such as construction machines and machine tools. In the inventions of claims 1 to 13 , a friction clutch, an electromagnetic clutch, a meshing clutch, or the like can be used as various engaging devices.

It is a flowchart which shows an example of the control which switches the clutch used as the object of slip control before and behind gear shifting. It is an example which shows an example of the engine torque fall control at the time of gear shifting. It is a figure which shows an example of the control which stops feedback control in a pseudo manner during engine torque reduction. It is a flowchart which shows an example of control of the engagement hydraulic pressure raise of an engagement side clutch. It is a flowchart which shows an example of the control which calculates | requires the feedforward value of the clutch hydraulic pressure before gear shifting. It is a flowchart which shows an example of the control which correct | amends the feedforward value during a speed change and after a speed change. It is a flowchart which shows an example of the control regarding the increase in a feedback gain. It is a time chart which shows the change of each physical quantity at the time of shifting. It is a schematic diagram which shows an example of the power train to which this invention is applied.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 3 ... Transmission, 4 ... 1st start clutch output shaft, 5 ... 2nd start clutch output shaft, 6 ... 1st transmission output shaft, 7 ... 2nd transmission output shaft, 8 ... 1st speed Gear pair, 9 ... second speed gear pair, 10 ... third speed gear pair, 11 ... fourth speed gear pair, 12 ... fifth speed gear pair, 13 ... sixth speed gear pair, 14 ... 1st speed drive gear, 15 ... 1st speed driven gear, 16 ... 2nd speed drive gear, 17 ... 2nd speed driven gear, 18 ... 3rd speed drive gear, 19 ... 3rd speed driven gear, 20 ... 4th speed drive Gears 21... 4th speed driven gear 22. 5th speed drive gear 23. 5th speed driven gear 24. 6th speed drive gear 25. 6th speed driven gear 30. Second synchronous engagement device, 37... Third synchronous engagement 41, a fourth synchronous engagement device, 47, an input shaft, 48, a hydraulic actuator, C1, C2, a starting clutch, Ve, a vehicle.

Claims (13)

With a power source is connected to the input side of the slip control can be more starting clutch, a plurality of transmission mechanisms having respective predetermined gear ratio between the output side of their starting clutch and the output member is selectively provided so that the torque transmission state, perform the shift by engaging the other of the starting clutch from the released state with switched to the released state one of the starting clutch from engagement, it sets a predetermined speed ratio In the control device for a multiple clutch transmission in which the start clutch engaged in the state of being controlled is slip-controlled so as to have a target slip amount ,
After the determination of the upshift to reduce the speed change ratio in accordance with the output increase request for the power source has been established, according to the release side onset proceeds clutch being the slip control by the Appushifu preparative previous gear ratio to the gear ratio outputs a disengagement command value to release the solution while maintaining the slipping state by the slip control, the engagement command value gradually increases the hydraulic pressure of the engagement side starting clutch should engage with the gear ratio after the upshift Upshift control means for outputting;
In a state where the release command value of the disengagement side starting clutch becomes equal to a completely released position to the release side starting clutch, determined the entering force rpm in advance with increasing oil pressure of the engagement side starting clutch A rotational speed determining means for determining that the pressure has decreased to a predetermined value;
Based on the determination of that the input rotational speed has decreased to a predetermined value is satisfied, Rutotomoni up reduces the entering-force side speed to the rotational speed corresponding to the gear ratio after the upshift control device for a plurality clutch transmission, characterized in that it comprises a slip control means for slip control of the engagement side starting clutch such that the target slip amount according to the gear ratio after the shift. A power source is connected to the input sides of a plurality of start clutches capable of slip control, and a plurality of transmission mechanisms each having a predetermined gear ratio between the output side of the start clutch and the output member are selectively torqued. In a control device for a multi-clutch transmission that is provided to be in a transmission state, and that shifts one of the starting clutches from an engaged state to a released state and that engages another starting clutch from the released state. ,
After the determination of the upshift that lowers the gear ratio is established, the release side start clutch for achieving the upshift is set so that the output side rotational speed is smaller than the input side rotational speed connected to the power source. An upshift control means for outputting a release command value for releasing the release-side start clutch in a state of slip control and outputting an engagement command value so that the engagement-side start clutch is in a predetermined slip state;
A rotational speed determination means for determining that the input rotational speed has decreased to a predetermined value in a state where the release command value of the release-side start clutch has reached a value for completely releasing the release-side start clutch; ,
Based on the determination that the input side rotational speed has decreased to a predetermined value, a slip control is performed on the engagement side starting clutch to change the input side rotational speed to the speed ratio after the upshift. Slip control means for reducing the number of rotations according to,
During pre SL output increasing demand upshift of the power source, a first sliding speed detecting means for detecting the slip rotational speed of the disengagement side starting clutch,
First slip determination means for determining that the slip rotation speed detected by the first slip rotation speed detection means is equal to or less than a predetermined first predetermined rotation speed;
First output torque reducing means for reducing the output torque of the power source when the first slip determining means determines that the slip rotational speed is equal to or less than the first predetermined rotational speed ;
Second slip rotation speed detecting means for detecting the slip rotation speed of the engagement side starting clutch;
Second slip determination means for determining that the slip rotation speed of the engagement side starting clutch detected by the second slip rotation speed detection means is equal to or lower than a predetermined second predetermined rotation speed;
When it is determined by the second slip determination means that the slip rotation speed of the engagement side starting clutch is equal to or less than the second predetermined rotation speed, the power source reduced by the first output torque reduction means Output torque increasing means for increasing output torque;
And
The engagement side starting clutch includes an engagement device capable of changing the engagement state by feedback controlling the engagement hydraulic pressure,
While the output torque of the power source is being reduced by the first output torque reducing means, feedback prohibiting means for prohibiting feedback control of the engagement hydraulic pressure for the engagement side starting clutch is further provided.
Controller of multiple clutch type transmission, characterized in that. A power source is connected to the input sides of a plurality of start clutches capable of slip control, and a plurality of transmission mechanisms each having a predetermined gear ratio between the output side of the start clutch and the output member are selectively torqued. In a control device for a multi-clutch transmission that is provided to be in a transmission state, and that shifts one of the starting clutches from an engaged state to a released state and that engages another starting clutch from the released state. ,
After the determination of the upshift that lowers the gear ratio is established, the release side start clutch for achieving the upshift is set so that the output side rotational speed is smaller than the input side rotational speed connected to the power source. An upshift control means for outputting a release command value for releasing the release-side start clutch in a state of slip control and outputting an engagement command value so that the engagement-side start clutch is in a predetermined slip state;
A rotational speed determination means for determining that the input rotational speed has decreased to a predetermined value in a state where the release command value of the release-side start clutch has reached a value for completely releasing the release-side start clutch; ,
Based on the determination that the input side rotational speed has decreased to a predetermined value, a slip control is performed on the engagement side starting clutch to change the input side rotational speed to the speed ratio after the upshift. Slip control means for reducing the number of rotations according to,
End of gear shifting that determines the end of gear shifting when the slip rotation speed of the engagement side start clutch is within a predetermined deviation range with respect to the target slip rotation speed during normal driving without gear shifting A determination means;
Based on the engagement pressure command value of the engagement side start clutch when the shift end determination is established by the shift end determination means, the engagement hydraulic pressure command value of the engagement side start clutch during normal running is learned and corrected. Learning tools and
Controller of multiple clutch type transmission, characterized in that it comprises. A first slip rotation speed detecting means for detecting a slip rotation speed of the disengagement start clutch at the time of an upshift at the time of an output increase request of the power source;
First slip determination means for determining that the slip rotation speed detected by the first slip rotation speed detection means is equal to or less than a predetermined first predetermined rotation speed;
First output torque reducing means for reducing the output torque of the power source when the first slip determining means determines that the slip rotational speed is equal to or less than the first predetermined rotational speed;
The control device for a multiple clutch transmission according to claim 1 or 3 , wherein Second slip rotation speed detecting means for detecting the slip rotation speed of the engagement side starting clutch;
Second slip determination means for determining that the slip rotation speed of the engagement side starting clutch detected by the second slip rotation speed detection means is equal to or lower than a predetermined second predetermined rotation speed;
When it is determined by the second slip determination means that the slip rotation speed of the engagement side starting clutch is equal to or less than the second predetermined rotation speed, the power source reduced by the first output torque reduction means Output torque increasing means for increasing output torque;
Further comprising in that that the control device of the plurality clutch transmission mounting serial to claim 4, wherein the. The engagement side starting clutch includes an engagement device capable of changing the engagement state by feedback controlling the engagement hydraulic pressure,
While the output torque of the power source is being reduced by the first output torque reducing means, feedback prohibiting means for prohibiting feedback control of the engagement hydraulic pressure for the engagement side starting clutch is further provided. The control apparatus for a multiple clutch transmission according to claim 4 or 5 .
When the slip rotation speed of the disengagement start clutch during the upshift decreases to a predetermined third predetermined speed or less, the start clutch to be slip-controlled is changed from the disengagement start clutch to the engagement side. control device for a plurality clutch transmission according to any one of claims 1, characterized in that it comprises a further slip control object switching means for switching the starting clutch 6. The target slip rotational speed after it has been switched to the engagement-side start clutch from the released side starting clutch by starting clutch before Symbol slip control Target switching means to be slip control, rotation of the input side of the release side starting clutch And a target slip rotation speed changing means for changing the difference between the rotation speed on the input side and the rotation speed on the output side in the engagement side start clutch from the difference between the number of rotations and the rotation speed on the output side. The control device for a multiple clutch transmission according to claim 7.
End of gear shifting that determines the end of gear shifting when the slip rotation speed of the engagement side start clutch is within a predetermined deviation range with respect to the target slip rotation speed during normal driving without gear shifting A determination means;
Based on the engagement pressure command value of the engagement side start clutch when the shift end determination is established by the shift end determination means, the engagement hydraulic pressure command value of the engagement side start clutch during normal running is learned and corrected. 9. The control device for a multiple clutch transmission according to claim 1, further comprising learning means . The Science 習手 stage, the difference between the pressure command value and a hydraulic pressure command value during normal running of the engagement side starting clutch at the time of establishment determining the shift end, the engagement oil pressure of the engagement side starting clutch 10. The control apparatus for a multi-clutch transmission according to claim 3 , further comprising means for adding the feedback control correction amount.
During the upshift, the command value of the engagement hydraulic pressure of the engagement side start clutch is increased with a predetermined gradient, and the gradient is determined by the difference between the output torque of the power source and the rotational speed difference of the power source before and after the shift. A pressure increase gradient setting means for setting based on at least one of a change continuation time of the slip rotation speed of the engagement side start clutch and a standby pressure for maintaining the engagement side start clutch in a state immediately before engagement;
The hydraulic command value for the disengagement start clutch is set so that the difference between the output torque of the power source and the transfer torque capacity based on the command value of the engagement start clutch becomes the transfer torque capacity of the disengagement start clutch. Hydraulic control means to set
The control device for a multiple clutch transmission according to any one of claims 1 to 10 , further comprising: Gain setting means for making the feedback gain larger than the feedback gain other than during the shift when the release command value of the release side start clutch or the engagement command value of the engagement side start clutch is feedback controlled during the shift. The control device for a multiple clutch transmission according to any one of claims 1 to 11, further comprising: When it is determined that the slip rotation speed of the release side start clutch is equal to or lower than a predetermined fourth predetermined speed, and when the hydraulic pressure of the release side start clutch is equal to or lower than a predetermined value, The control apparatus for a multiple clutch transmission according to any one of claims 1 to 12, further comprising second output torque reduction means for reducing the output torque of the power source.

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