JP5165035B2 - Vehicle control apparatus and control method - Google Patents

Description

  The present invention relates to a vehicle control device and a control method, and more particularly to shift control of an automatic transmission.

  With the recent heightened awareness of global warming, vehicle transmissions are required to have high efficiency, and there is an increase in the lock-up area of automatic transmissions (AT = Automatic Transmission) using torque converters, Technological developments such as gearboxes for large displacement vehicles are being activated. Under these circumstances, automatic MT (automated manual transmission) has been developed in which clutch operation and gear change are automated using a mechanism of a manual transmission having high transmission efficiency.

  However, the conventional shift control in the automatic MT has a problem that the driving torque is interrupted by the clutch opening / engaging operation, which gives the passenger an uncomfortable feeling.

  Therefore, a torque assist type automatic MT in which a friction clutch (assist clutch) is provided on a conventional automatic MT has been proposed (see, for example, Patent Document 1). In this torque assist type automatic MT, torque engagement is avoided by temporarily switching from a mesh clutch before shifting to an assist clutch, and then switching from the assist clutch to a mesh clutch after shifting.

  In addition, a twin-clutch type automatic MT having two power transmission systems from the output shaft of the prime mover to the transmission output shaft and two clutches for switching connection / disconnection of input torque to / from each power transmission system has been proposed. ing. In this twin clutch type automatic MT, by changing two sets of clutches, shifting from a gear stage on one power transmission system to a gear stage on the other power transmission system avoids torque interruption.

JP 61-045163 A

  In the torque assist type automatic MT and the twin clutch type automatic MT, there is a possibility that a torque step is generated when the clutch is replaced due to, for example, machine difference or change with time.

  An object of the present invention is to reduce a torque step at the time of replacing a clutch of an automatic MT.

  In the torque assist type automatic MT, when releasing the meshing clutch while engaging the assist clutch, the assist clutch is controlled so that the increasing speed of the transmission torque due to engagement decreases with time.

  In the twin clutch type automatic MT, in the case of a jump shift, one of the two clutches of the twin clutch is engaged with one of the clutches provided on the input shaft that is responsible for filling the torque interruption. When releasing the meshing clutch, one of the twin clutches is controlled so that the increasing speed of the transmission torque due to engagement decreases with time.

  When the increase speed is reduced with time, for example, the meshing clutch fastening member position, the meshing clutch fastening member moving speed, the meshing clutch fastening member moving speed change, the input shaft rotational speed change, the vehicle acceleration, the output shaft torque, the output In response to a change in at least one parameter of the change in the shaft rotation speed, it is determined whether the transmission torque of the one clutch in the assist clutch or the twin clutch is equivalent to the input torque, and based on the determination result It is preferable that the control signal to the transmission torque of the one clutch in the assist clutch or the twin clutch is changed in a direction to decrease the increasing rate of the torque transmission amount.

  According to the present invention, it is possible to reduce a torque step at the time of changing the clutch of the automatic MT.

The time chart based on the control which makes one Embodiment of this invention is shown. The time chart based on the control which makes one Embodiment of this invention is shown. The torque transmission state at the time of gear release in the torque assist type automatic MT is shown. 1 is an overall configuration diagram of a torque assist type automatic MT that constitutes an embodiment of the present invention. FIG. The input / output signal relationship by the communication means 103 among the power train control unit 100, the engine control unit 101, and the hydraulic control unit 102 of FIG. 4 is shown. 5 shows an overall flowchart of shift control in the configuration of FIG. 5 is a flowchart showing the contents of a timer indicating the elapsed time of shift control in the configuration of FIG. FIG. 7 shows an assist clutch control flowchart executed in step 703 (release control phase) of FIG. 6. FIG. The function structure which calculates the assist clutch torque increase rate rtAST and the assist clutch torque upper limit gain gtqAST_MX in FIG. 8 is shown. 5 is a time chart at the time of upshifting in the embodiment of FIG. 5 is a time chart at the time of downshift in the embodiment of FIG. The flowchart in the case of performing learning correction | amendment is shown about the transmission input shaft torque STq_in used in FIG. An example of the structure of the input torque correction map m1 in step 1506 of FIG. 12 is shown. Another example of the assist clutch control flowchart executed in step 703 (release control phase) of FIG. 6 is shown. Another structural example different from FIG. 4 of the first embodiment is shown. 1 is an overall configuration diagram of a twin clutch type automatic MT according to an embodiment of the present invention. FIG. 17 shows a torque transmission path of the transmission of FIG. FIG. 17 is a time chart at the time of upshifting in the embodiment of FIG. FIG. 17 is a time chart at the time of downshift of the embodiment of FIG. The time chart at the time of performing pre-release control is shown. An example of the torque level difference which occurs at the time of execution of pre-release control is shown.

  Embodiments of the present invention will be described below.

  FIG. 3 shows a torque transmission state when the gear is released in the torque assist type automatic MT.

  In the torque-assisted automatic MT, when a gear shift is started and the gear train that is transmitting torque by the meshing transmission means is released, a part of the input torque to the transmission is transmitted by the assist clutch, and the gear train is transmitted. A part of the torque is released, and the mesh transmission means is moved to the release position to release it.

  Here, a path for transmitting torque by the gear train is a first torque transmission path, and a path for transmitting torque by the assist clutch is a second torque transmission path. FIG. 3A is a skeleton diagram of a configuration example of the automatic transmission, in which an example of the first torque transmission path is a solid line, an example of the second torque transmission path is a one-dot chain line, and an output torque path of the transmission is a broken line Is shown. FIG. 1B is a time chart of the transmission output torque. The output torque by the first torque transmission path is indicated by a solid line, the output torque by the second torque transmission path is indicated by a one-dot chain line, and the output torque of the transmission is indicated by a broken line. Show.

  Until time t1 in FIG. 3B, that is, until the start of shifting, the transmission torque of the first torque transmission path (hereinafter referred to as pre-shifting gear transmission torque) is the input torque Tq_in itself. Since this input torque is transmitted to the output shaft only through the first torque transmission path, if the torque amplification ratio of the first torque transmission is GRG, the output torque of the transmission is Tq_in × GRG. On the other hand, the transmission torque (hereinafter referred to as assist clutch transmission torque) via the second torque transmission path is 0 (zero), and the output torque (hereinafter referred to as assist clutch output torque) of the second torque transmission path at this time is also 0. It is.

  Since the output torque of the transmission is the sum of the gear output torque before the shift and the assist clutch output torque, the output torque of the automatic transmission when the assist clutch transmission torque is 0 is the same as the gear output torque before the shift Tq_in × It becomes GRG.

  When the assist clutch transmission torque (assist clutch output torque) is increased after time t1, the torque on the first torque transmission path changes to the second torque transmission path, and at time t2, the gear output torque before shifting changes. 0. If the input torque is Tq_in, the assist clutch transmission torque is the same Tq_in as the input torque at this time. Therefore, if the torque amplification ratio of the second torque transmission path is GRA, the assist clutch output torque at this time is Tq_in × GRA. Become. At this time, the output torque of the automatic transmission is Tq_in × GRA which is the same as the assist clutch output torque.

  If the assist clutch transmission torque (assist clutch output torque) is further increased after time t2, the pre-shift gear output torque has a negative value. Since the output torque of the transmission is the sum of the pre-shift gear output torque and the assist clutch output torque, the pre-shift gear output torque has a positive or negative value when releasing the mesh clutch of the first torque transmission path. If so, a torque level difference will occur due to the disappearance of the pre-shift gear output torque from the output torque of the transmission.

  Therefore, when the assist clutch output torque becomes Tq_in × GRA and the gear output torque before the shift becomes approximately 0, if the meshing clutch of the first torque transmission path is released, no torque step is generated in the transmission output torque, There is no shock. For this purpose, the meshing clutch of the first torque transmission path may be released at the timing when the pre-shift gear output torque becomes approximately zero, that is, when the assist clutch transmission torque becomes equal to the input torque.

  However, due to variations in the rising of the assist clutch transmission torque due to machine differences and deterioration over time, and variations in engine torque, the meshing clutch is released at a timing deviating from the optimal timing, causing a torque step and impairing the shifting feeling. There is a case.

  Therefore, the assist clutch transmission torque is estimated or detected, and based on the estimated or detected assist clutch transmission torque, the optimum timing at which the transmission torque of the gear train is sufficiently released is detected, and the mesh transmission is performed according to the detected optimum timing. It is conceivable to release the gear by applying a load so as to move the means to the release position.

  However, if a new sensor is provided to detect the assist torque and detect the optimum timing at which the transmission torque of the gear train is sufficiently released, the cost increases.

  Further, when calculating the optimum timing at which the transmission torque of the gear train is sufficiently released by estimating the assist clutch transmission torque, an error is accompanied in the estimated assist clutch transmission torque due to machine difference variation, deterioration with time, and the like. Therefore, there is a difference between the calculated optimum timing and the actual optimum timing, and the meshing clutch cannot always be released at the optimum timing, resulting in a torque step, which may impair driving feeling.

  Therefore, before releasing the mesh clutch, a load is applied in the direction to move the mesh clutch to the release position, and when at least part of the transmission torque of the gear train is released, the mesh clutch is moved to the release position. It is conceivable to execute control (hereinafter referred to as pre-release control) that releases the mesh clutch near the timing at which the transmission torque of the gear train is sufficiently released.

  FIG. 20 is a reference diagram showing a time chart when the pre-release control is executed.

  FIG. 20A is a time chart showing the load applied to the meshing clutch. FIG. 20B is a time chart showing the position of the meshing clutch (hereinafter referred to as shift position). FIG. 20C is a time chart showing the output torque of the transmission.

  At time t1s, a load (hereinafter referred to as a pre-release shift load) in a direction for canceling the engagement is applied to the engagement mechanism of the engagement clutch. At this time, the pre-release shift load is set to be larger than the load that can cancel the meshing of the meshing mechanism when torque is not transmitted via the meshing clutch.

  At time t2s, start-up of assist clutch transmission torque (assist clutch output torque) is started. As the assist clutch output torque rises, the pre-shift gear output torque decreases.

  During this time, the mesh clutch is subjected to a load (hereinafter referred to as gear meshing force) in the direction of maintaining meshing, and the gear meshing force is proportional to the gear output torque before shifting.

  Assuming that the input torque is Tq_in and the torque amplification ratio of the second torque transmission path is GRA, the gear output torque before shifting becomes 0 at time t5s when the assist clutch output torque becomes Tq_in × GRA.

  From time t3s when the gear meshing force becomes smaller than the pre-release load, the gear before shifting starts to move in the release direction, and the gear is released at time tgo.

  The value of the assist clutch output torque waveform in FIG. 20C is the same as that at time tgo, and the broken line continuing from time tgo shows the waveform when the assist clutch output torque is increased without releasing the gear at time tgo. Show.

  The value of the gear output torque waveform before shifting in FIG. 20C is the same as that at time tgo, and the broken line that continues from time tgo shows the shift when the assist clutch output torque is increased without releasing the gear at time tgo. The front gear output torque is shown and becomes negative torque after the time tgo.

  In this case, the gear can be moved in the release direction (gear movable range) between time t3s and time t6s when the gear meshing force becomes smaller than the pre-release load.

  Further, if gear release is performed between time t4s and time t6s when the gear transmission torque before shifting is within a predetermined range, there is no step in the output torque and shock can be reduced (gear release preferred range).

  FIG. 21 is a reference diagram illustrating an example of a torque step generated when the pre-release control is executed.

  FIG. 21A is a time chart showing the load applied to the meshing transmission means. FIG. 21B is a time chart showing the shift position. FIG. 21C is a time chart showing the output torque of the transmission.

  At time t3s in FIG. 21, after the gear meshing force becomes smaller than the pre-release load and the mesh transmission means starts moving to the release position, it takes some time until the gear is actually released. At time tgo when the gear is released, the gear release preferred range (time t4s to time t5s in FIG. 21) may deviate. In this case, the gear output torque before shifting is negative torque immediately before time tgo. When the gear is released, the negative pre-shift gear output torque disappears from the output torque, so that there is a case where a torque step is generated, and further, the gear is not released if it is out of the gear movable range.

  Therefore, the pre-release shift load is initially set small, and when the start of movement of the meshing transmission means to the release position is detected, the pre-release shift load is increased to increase the gear release speed, and the gear train It is conceivable that the gear is released near the timing at which the transmission torque is sufficiently released.

  However, if the response speed of the mechanism causing the movement of the meshing transmission means is not sufficient, the meshing means is actually engaged after detecting the start of movement of the meshing transmission means to the release position and increasing the pre-release shift load. In some cases, the speed of movement of the transmission means to the release position increases and a torque step is generated before the gear is released, which impairs driving feeling.

  Therefore, in order to reduce such a torque step, control is performed so that the assist clutch output torque gradually approaches Tq_in × GRA.

  FIG. 2 shows a time chart based on the control according to the embodiment of the present invention. (A) is a time chart showing a load applied to the meshing transmission means, (B) is a shift position, and (C) is an output torque of the transmission.

  When increasing the assist clutch output torque from time t1s, if the increase speed of the assist clutch output torque is reduced with time, the period during which the assist clutch transmission torque is near the input torque becomes longer, and the gear output torque before shifting becomes 0. Since the period in the vicinity becomes longer, both the gear movable range (time t3s to time t6s) and the gear release preferred range (time t4s to time t5s) can be expanded.

  As a result, even if it takes time from when the mesh transmission means starts to move to the release position until the gear is actually released, it is also assumed that the gear release time differs from the estimated time due to machine differences and aging. However, the time tgo when the gear is actually released is included in the preferable gear release range, and there is an effect that the torque step can be reduced.

  Although the torque step can be effectively reduced in the example of FIG. 2 as well, the time until reaching the gear movable range (the period between time t1s and time t3s) is extended, so the gear release time is extended. In addition, the driving feeling may be deteriorated and the durability may be deteriorated due to an increase in heat generation. Therefore, in order to shorten the time required for gear release movement, if the pre-release shift load is set to a large value, not only the gear movement speed but also the gear movable range is widened, so the gear release before the gear train transmission torque is fully released. In some cases, a torque step occurs when the gear is released, which may impair driving feeling.

  Therefore, when the assist clutch transmission torque becomes equivalent to the input torque, the increase speed of the assist clutch output torque is decreased.

  FIG. 1 shows a time chart based on control according to another embodiment of the present invention.

  1A shows the load applied to the meshing transmission means, FIG. 1B shows the shift position, and FIG. 1C shows the output torque of the transmission.

  At time t2s, the assist clutch output torque starts increasing. As the assist clutch output torque increases, the pre-shift gear output torque decreases. At time t3s, the pre-shift gear output torque becomes a predetermined value or less, and accordingly, the gear meshing force becomes equal to or less than the pre-release shift load, and the mesh transmission mechanism starts moving in the release direction. At the time tgs when it is determined that the assist clutch transmission torque is equivalent to the input torque, the increase speed of the assist clutch output torque is decreased. The gear is released at time tgo.

  In the figure, the broken line that continues from the time tgs of the assist clutch output torque waveform indicates the assist clutch output torque waveform when the increase speed of the assist clutch output torque immediately before the time tgs is continued as it is. The dotted line that continues from the time tgs of the assist clutch output torque waveform indicates the assist clutch output torque waveform when the increasing speed of the assist clutch output torque immediately after the time tgs is continued as it is.

  A broken line continuing from time tgs of the gear output torque waveform before shifting indicates a gear output torque waveform before shifting when the increase speed of the assist clutch output torque immediately before time tgs is continued as it is. The dotted line that continues from the time tgs of the gear output torque waveform before the shift shows the gear output torque waveform before the shift when the increase speed of the assist clutch output torque immediately after the time tgs is continued as it is.

  By reducing the increase speed of the assist clutch output torque at time tgs when it is determined that the assist clutch transmission torque is equivalent to the input torque, the gear movable range is changed from time t3s when the gear meshing force becomes equal to or less than the pre-release shift load. The period is t6s (not shown). In addition, the preferable gear release range at this time is a period from time t4s to time t5s in which the gear transmission torque before shifting becomes equal to or less than a predetermined value. The gear release time at this time is a period from time t2s to time tgo.

  By controlling in this way, it is possible to reduce the inclination near zero of the gear output torque before shifting, so both the gear movable range and the preferred gear release range can be expanded, and the gear release shock is reduced. Can do.

  Thus, a gear-type transmission having a plurality of gear pairs capable of transmitting torque from the input shaft to the output shaft and a plurality of meshing transmission mechanisms, the output shaft of a power source such as an internal combustion engine, and the speed change At least two transmission torque variable mechanisms between the output shafts of the machine, and when the connection between the gear pair and the mesh transmission mechanism is switched from the first connection to the second connection, the transmission torque described above In a configuration in which torque is temporarily transmitted via at least one of the variable mechanisms, when a shift command is issued from the first connection to the second connection, the transmission torque variable mechanism At the time of shifting to increase the transmission torque, when the signal representing the operating state of the engine, the transmission, or a vehicle equipped with these changes to a predetermined magnitude, the transmission torque variable mechanism transmits the transmission torque. Reducing the torque increase amount.

  Further, the transmission input torque estimated value is corrected based on the timing of detecting the movement of the meshing transmission mechanism forming the first connection in the release direction.

  The transmission torque variable mechanism is controlled based on the transmission input torque correction value.

  As a result, when releasing the mesh transmission mechanism of the gear pair that is transmitting torque during gear shifting, a signal indicating an operating state of the engine, the transmission, or a vehicle equipped with these is a predetermined magnitude. When the change occurs, the torque balance state suitable for gear release is maintained by changing the increasing speed of the torque transmitted via the transmission torque variable mechanism, and the shock at the time of gear release is reduced.

  In addition, by correcting the estimated input torque value of the transmission based on the detection timing of the movement of the meshing transmission mechanism in the release direction, the accuracy of control based on the estimated input torque value of the transmission is improved, Improve drivability.

  This technique can be applied to all vehicles using automatic MT, such as automobiles and railway vehicles.

  Hereinafter, a specific configuration and control for achieving the above will be described.

  FIG. 4 is an overall configuration diagram of a torque assist type automatic MT that constitutes an embodiment of the present invention. This torque assist type automatic MT has advantages over the twin clutch type automatic MT in that the transmission is smaller and lighter and the structural change from the existing manual transmission is small.

  The engine 1, which is a gasoline engine, has an engine speed sensor (not shown) that measures the speed of the engine 1, an electronic control throttle and other devices that adjust engine torque (not shown), and a fuel amount that matches the intake air amount. A fuel injection device (not shown) for injection is provided. The engine 1 is configured such that the output torque is controlled with high accuracy by operating the intake air amount, fuel amount, ignition timing and the like by the engine control unit 101.

  The engine 1 is connected to a starting clutch C1, which is a dry single-plate friction transmission mechanism. By engaging and releasing the starting clutch C1, the torque of the engine 1 is transmitted to and cut off from the transmission input shaft SI.

  An actuator 22 driven by hydraulic pressure is used to control the pressing force (input shaft clutch torque) of the starting clutch C1. By adjusting the pressing force, the output of the engine 1 can be transmitted to and cut off from the input shaft SI.

  The transmission input shaft SI is provided with a first drive gear D1, a second drive gear D2, a third drive gear, a fourth drive gear D4, a fifth drive gear D5, and a reverse drive gear (not shown). A sensor NSI for detecting the rotational speed of the transmission input shaft SI is provided as the input shaft rotational speed detection mechanism.

  The transmission output shaft SO is provided with a first driven gear G1, a second driven gear G2, a third driven gear G3, a fourth driven gear G4, a fifth driven gear G5, and a reverse driven gear (not shown). . The first driven gear G1 is the first drive gear D1, the second driven gear G2 is the second drive gear D2, the third driven gear G3 is the third drive gear D3, and the fourth driven gear G4 is the fourth drive gear D4. The fifth driven gear G5 meshes with the fifth drive gear D5, and the reverse driven gear meshes with the reverse drive gear via a reverse gear (not shown).

  A first meshing transmission mechanism SC1 is provided between the first drive gear D1 and the second drive gear D2. This is a meshing transmission mechanism for engaging the first drive gear D1 or the second drive gear D2 with the transmission input shaft SI. The rotational torque transmitted from the transmission input shaft SI to the first drive gear D1 or the second drive gear D2 via the first mesh transmission mechanism SC1 is changed from the first driven gear G1 or the second driven gear G2. Is transmitted to the machine output shaft SO.

  Similarly, a second engagement transmission mechanism SC2 that is an engagement transmission mechanism is provided between the third drive gear D3 and the fourth drive gear D4.

  The reverse drive gear is provided with a third mesh transmission mechanism (not shown) that is a mesh transmission mechanism for engaging the reverse drive gear with the transmission input shaft SI. The rotational torque transmitted to the reverse drive gear is transmitted from the reverse drive gear to the transmission output shaft SO from the transmission input shaft SI via the third meshing transmission mechanism.

  In order to transmit the rotational torque of the transmission input shaft SI to the first mesh transmission mechanism SC1, the second mesh transmission mechanism SC2, or the third mesh transmission mechanism, the first mesh transmission mechanism SC1 or the second mesh transmission mechanism SC1 Either one of the second meshing transmission mechanism SC2 or the third meshing transmission mechanism is moved in the axial direction of the transmission input shaft SI, and the first drive gear D1, the second drive gear D2, and the third drive gear D3. , The fourth drive gear D4 and the reverse drive gear. Here, in order to move the first mesh transmission mechanism SC1, the second mesh transmission mechanism SC2, or the third mesh transmission mechanism, the shift first actuator 23, the shift second actuator 24, the select first actuator 25, the select This is done by operating the shift mechanism / select mechanism 27 by the second actuator 26.

  Any one of the first meshing transmission mechanism SC1, the second meshing transmission mechanism SC2, or the third meshing transmission mechanism is used as the first drive gear D1, the second drive gear D2, the third drive gear D3, and the fourth. By engaging with any one of the drive gear D4 and the reverse driven gear, the rotational torque of the transmission input shaft SI is transmitted to the first mesh transmission mechanism SC1, the second mesh clutch SC2, or the third mesh transmission. It is transmitted to the drive wheel output shaft SO via any one of the mechanisms.

  As an output shaft rotational speed detection mechanism, a sensor NSO for detecting the rotational speed of the transmission output shaft SO is provided.

The shift first actuator 23, the shift second actuator 24, the select first actuator 25, and the select second actuator 26 are configured using electromagnetic valves. The shift / select mechanism 27 includes a shifter rail, a shifter fork, and the like.
The shift / select mechanism 27 is preferably provided with a position holding mechanism (not shown) for holding the gear position in order to prevent gear disengagement during traveling, but it may be omitted.

  In this embodiment, a power transmission mechanism AS is provided, and the torque of the transmission input shaft SI is transmitted to the transmission output shaft SO. The power transmission mechanism AS is provided with an assist clutch C2. The assist clutch C2 is a friction transmission mechanism that is one type of transmission torque variable mechanism, and here, a wet multi-plate clutch is used. Here, the friction transmission mechanism is a mechanism that transmits a torque by generating a friction force by a pressing force of a friction surface. By engaging the assist clutch C2, the fifth drive gear D5 and the input shaft SI are connected, and the rotational torque of the transmission input shaft SI is changed via the fifth driven gear G5 that is engaged with the fifth drive gear D5. Is transmitted to the machine output shaft SO.

An actuator 30 driven by hydraulic pressure is used to control the pressing force of the assist clutch C2. By adjusting the pressing force, the output of the engine 1 can be transmitted and cut off.

  The rotational torque of the transmission input shaft SI transmitted to the transmission output shaft SO through the combination of the drive gear and the driven gear is the axle shaft (not shown) connected to the transmission output shaft SO through the differential gear (not shown). (Not shown).

  The input shaft clutch actuator 22 that generates the pressing force (input shaft clutch torque) of the start clutch C1 and the assist clutch clutch actuator 30 that generates the pressing force (assist clutch torque) of the assist clutch C2 are controlled by the hydraulic control unit 102. . The hydraulic control unit 102 controls the hydraulic pressure of each actuator by adjusting the stroke amount of a hydraulic cylinder (not shown) provided in each actuator by controlling the current of a solenoid valve (not shown) provided in each actuator. The transmission torque of each clutch is controlled.

  The hydraulic control unit 102 controls the stroke of a hydraulic cylinder (not shown) provided in each actuator by controlling the current of an electromagnetic valve (not shown) provided in the select first actuator 25 and the select second actuator 26. Adjust the amount. By adjusting the stroke amount, the hydraulic pressure of each actuator is controlled, and one of the first meshing transmission mechanism SC1, the second meshing transmission mechanism SC2, and the third meshing transmission mechanism is moved or selected. Further, the hydraulic control unit 102 controls the currents of electromagnetic valves (not shown) provided in the shift first actuator 23 and the shift second actuator 24 to thereby provide hydraulic cylinders (not shown) provided in each actuator. Adjust the stroke amount. By adjusting the stroke amount, the hydraulic pressure of each actuator is controlled, and the load for operating the first mesh transmission mechanism SC1, the second mesh transmission mechanism SC2, and the third mesh transmission mechanism can be controlled. Yes.

  The engine 1 controls the torque of the engine 1 with high accuracy by operating the intake air amount, the fuel amount, the ignition timing, and the like by the engine control unit 101. The hydraulic control unit 102 and the engine control unit 101 are controlled by the powertrain control unit 100. The power train control unit 101, the engine control unit 101, and the hydraulic control unit 102 transmit / receive information to / from each other through the communication unit 103.

  In the present embodiment, hydraulic actuators are used as the input shaft clutch actuator 22 and the assist clutch actuator 30, but they may be configured by electric actuators such as an electric motor. In that case, the hydraulic control unit 102 is an electric motor control unit.

  The driving power source may be not only a gasoline engine but also a diesel engine, a natural gas engine, an electric motor, or the like. The present invention is also applicable to hybrid vehicles using these engines and electric motors.

  The starting clutch C1 and the assist clutch C2 may be a dry single plate clutch, a dry multi-plate clutch, a wet multi-plate clutch, an electromagnetic clutch, or the like. The power transmission mechanism AS may be configured by a motor generator or the like.

  Here, the starting clutch C1 is referred to as a starting clutch in the sense that it may be used for starting, but even in an embodiment that is not used for starting, the engine and the transmission Including all means that can cut the power between. The assist clutch C2 is called an assist clutch in the sense of assisting a shift, but includes all means used for avoiding torque interruption in the automatic MT.

  Further, the first meshing transmission mechanism SC1, the second meshing transmission mechanism SC2, and the third meshing transmission mechanism may be a constant meshing mechanism or provided with a frictional transmission mechanism that meshes with the frictional transmission mechanism in rotational synchronization. A clutch (so-called synchronous meshing mechanism) may be used.

  In addition, the shift first actuator 23, the shift second actuator 24, the select first actuator 25, and the select second actuator 26 may be configured by an electric actuator such as an electric motor. The shift / select mechanism 27 may be constituted by a shifter rail, a shifter fork, or the like, or may be constituted by a drum type.

  Moreover, the shift first actuator 23 and the shift second actuator 24 may be configured as one actuator, and the select first actuator 25 and the select second actuator 26 may be configured as one actuator.

  FIG. 5 shows an input / output signal relationship by the communication means 103 among the power train control unit 100, the engine control unit 101, and the hydraulic control unit 102 of FIG.

  The power train control unit 100 is configured as a control unit including an input unit 100i, an output unit 100o, and a computer 100c. Similarly, the engine control unit 101 is also configured as a control unit including an input unit 101i, an output unit 101o, and a computer 101c, and the hydraulic control unit 102 is also a control unit including an input unit 102i, an output unit 102o, and a computer 102c. Composed.

  The engine torque command value tTe is transmitted from the power train control unit 100 to the engine control unit 101 using the communication means 103, and the engine control unit 101 realizes tTe so that the intake air amount, fuel amount, ignition of the engine 1 is realized. Control time etc. The engine control unit 101 is provided with means for determining and outputting the engine torque by detecting or estimating the engine torque as the input torque to the transmission. Ne, the engine torque Te generated by the engine 1 is detected and transmitted to the power train control unit 100 using the communication means 103. The engine torque detection means may be a torque sensor, or may be an estimation means based on engine parameters such as the injector injection pulse width, the pressure in the intake pipe and the engine speed.

  Input shaft clutch target torque TTqSTA, target shift load Fsft, target select position tpSEL, and assist clutch target torque TTqAST are transmitted from power train control unit 100 to hydraulic control unit 102. The hydraulic control unit 102 controls the input shaft clutch actuator 22 so as to realize the input shaft clutch target torque TTqSTA, and engages and disengages the starting clutch C1.

  Further, the shift first actuator 23, the shift second actuator 24, the select first actuator 25, and the select second actuator 26 are controlled so as to realize the target shift load Fsft and the target select position tpSEL. By operating the shift / select mechanism 27 in this way, the shift position and the select position are controlled, and the first mesh transmission mechanism SC1, the second mesh transmission mechanism SC2, and the third mesh clutch are engaged and released. . Further, the assist clutch actuator 30 is controlled so as to realize the assist clutch target torque TTqAST, and the assist clutch C2 is engaged and released.

  The hydraulic control unit 102 detects a position signal rpSTA, a shift position signal rpSFT, and a select position signal rpSEL indicating engagement / release of the input shaft clutch, and transmits them to the power train control unit 100.

  The power train control unit 100 receives the input shaft rotation speed Ni and the output shaft rotation speed No from the input shaft rotation sensor NSI and the output shaft rotation sensor NSO, respectively. In addition, the P range, R range, N range, D range, etc. The range position signal RngPos indicating the shift lever position, the accelerator pedal depression amount Aps, and the ON / OFF signal Brk from the brake switch for detecting whether or not the brake is depressed are input. For example, when the driver depresses the accelerator pedal with the shift range set to the D range or the like, the power train control unit 100 determines that the driver is willing to start and accelerate, and the driver depresses the brake pedal. If it does, it is determined that the driver is willing to slow down and stop. Then, an engine torque command value tTe, an input shaft clutch target torque TTqSTA, a target shift load Fsft, and a target select position tpSEL are set so as to realize the driver's intention. Further, the engine speed command value tTe and the input shaft clutch target torque TTqSTA are set so that the gear position is set from the vehicle speed Vsp calculated from the output shaft speed No and the accelerator pedal depression amount Aps, and the shift operation to the set gear position is executed. , Target shift load Fsft, target select position tpSEL, and assist clutch target torque TTqAST are set.

  Here, the power train control unit 100, the engine control unit 101, and the hydraulic control unit 102 are configured as separate units, but at least any two or even all three functions are configured as a single unit. Also good. In that case, the input / output signal by the communication means 103 is replaced with a signal line in the unit. Further, the control processing described below is executed in a unit having each function.

  FIG. 6 shows an overall flowchart of the shift control in the configuration of FIG.

  The contents of the shift control shown below are programmed in the computer 100c of the power train control unit 100 and are repeatedly executed at a predetermined cycle.

  In step 701, some or all of the parameters represented by the input / output signals shown in FIG.

  In step 702, a gear position is determined from the vehicle speed Vsp and the accelerator pedal depression amount Aps, and it is determined whether or not to shift from the current gear position to the next gear position. Since this determination may be performed by using a conventional technique, the description is omitted here. If it is determined that the gear should not be shifted, the process proceeds to No and this flowchart is terminated. If it is determined that the gear should be shifted, the shift operation is started and the process proceeds to step 703 to release the gear.

  In step 703 (gear release control phase), gear release control is executed, and in the next step 704, it is determined whether or not the gear release control is completed. When the gear release control is not completed, the process returns to step 703, and when the gear release control is completed, the process proceeds to step 705.

  In step 705 (rotation synchronization control phase), the assist clutch target torque is controlled so as to synchronize the input rotation speed with the target rotation speed that is the rotation speed corresponding to the next gear, and the rotation synchronization control is completed in the next step 706. It is determined whether or not. When the rotation synchronization control is not completed, the process returns to step 705, and when the rotation synchronization control is completed, the process proceeds to step 707.

  In step 707 (gear engagement control phase), gear engagement control is executed, and in the next step 708, it is determined whether or not the gear engagement control is completed. If the gear engagement control has not been completed, the process returns to step 707. If the gear engagement control has been completed, the process proceeds to step 709.

  In step 709 (assist clutch torque release control phase), assist clutch torque release control is executed, and in the next step 710, it is determined whether or not the assist clutch torque release control is completed. If the assist clutch torque release control is not completed, the process returns to step 709, and if the assist clutch torque release control is completed, the process proceeds to step 711.

  In step 711 (shift end phase), the shift control is ended.

  FIG. 7 is a flowchart showing the contents of the timer indicating the elapsed time of the shift control in the configuration of FIG.

  The contents of the timer shown below are programmed in the computer 100c of the power train control unit 100 and are repeatedly executed at a predetermined cycle.

  In step 801, it is determined whether or not shift control is being performed. When the shift control is not being performed, the process proceeds to step 804, the gear release control timer Tmr_gop is cleared, and the process is terminated. If shift control is in progress, the routine proceeds to step 802.

  In step 802, it is determined whether or not release control is being performed (whether or not step 703 in FIG. 6 is being executed). If release control is not being performed, the process proceeds to step 804 where the gear release control timer Tmr_gop is set. Clear and finish processing. If release control is in progress, the process proceeds to step 803.

  In step 803, the gear release control timer Tmr_gop is counted up.

  FIG. 8 shows a control flowchart of the assist clutch executed in step 703 (release control phase) of FIG.

  In step 901, some or all of the parameters represented by the input / output signals shown in FIG. 5 are read to obtain necessary data such as the assist clutch actual transmission torque RTqAST and the input torque Tq_in, and the process proceeds to step 902. Here, the assist clutch actual transmission torque RTqAST is estimated or calculated using a torque sensor, combining the rotation speed and other parameters, or the relationship between the stroke of the assist clutch and the transmission torque is obtained based on calculation or a map. For example, since a conventional technique may be applied, detailed description is omitted here. Further, the input torque Tq_in may be detected or estimated on the engine side, or may be detected or estimated on the transmission side.

  In step 902, it is determined whether the assist clutch actual transmission torque RTqAST is equal to the input torque Tq_in. When the assist clutch actual transmission torque RTqAST is equal to the transmission input shaft torque Tq_in, the routine proceeds to step 905. If they are not equal, the process proceeds to step 903. Here, when determining whether or not they are equal, it may be determined as “equal” when the difference between the assist clutch actual transmission torque RTqAST and the input torque Tq_in falls within a predetermined range. The predetermined range can be set within a range in which the effect of reducing the torque step is obtained as a result of applying the present embodiment using the range. The predetermined range may be adjusted by experiment, for example, or may be determined by experiment or simulation according to the size of the friction plate, the friction coefficient, and the material specific value. Further, it may be changed according to the state of the assist clutch, for example, the temperature, heat quantity, aging, and machine difference at that time.

  In step 903, the assist clutch torque increase rate rtAST is obtained based on the function g1 (STq_in, Tmr_gop), and the process proceeds to step 904. Here, as the transmission input shaft torque STq_in, the transmission input shaft torque Tq_in may be used as it is, or an estimated value based on other elements may be used, or a learning value STq_in2 described in FIG. 10 may be used. Tmr_gop is the timer value described in FIG. The contents of the function g1 will be described later with reference to FIG.

  In step 904, the assist clutch target torque TTqAST is calculated from the product of the assist clutch torque increase rate rtAST calculated in step 903 and the transmission input shaft torque STq_in, and the process ends.

  In step 905, the assist clutch target torque upper limit gain gtqAST_MX is calculated based on the function g2 (STq_in), and the process proceeds to step 906. The contents of the function g2 will be described later with reference to FIG.

  In step 906, the assist clutch target torque upper limit tqAST_MX is calculated from the product of the assist clutch target torque upper limit gain gtqAST_MX calculated in step 905 and the transmission input shaft torque STq_in determined in step 906.

  In step 907, whether or not the target assist torque TTqAST is smaller than the assist clutch upper limit torque tqAST_MX calculated in step 906 is compared. When the target assist torque TTqAST is smaller than the upper limit torque tqAST_MX, the process proceeds to step 908.

  In step 908, the assist clutch target torque increment dttqAST is added to the previous value of the assist clutch target torque TTqAST. Here, dttqAST can be set in a range where the effect of reducing the torque step is obtained as a result of applying this embodiment. The predetermined range may be adjusted by experiment, for example, or may be determined by experiment or simulation according to the size of the friction plate, the friction coefficient, and the material specific value. Further, it may be changed according to the state of the assist clutch, for example, the temperature, heat quantity, aging, and machine difference at that time.

  Here, in step 902, it is determined whether or not the assist clutch transmission torque is equivalent to the input torque by comparing the assist clutch actual torque RTqAST and the transmission input shaft torque Tq_in. A change in shaft speed, vehicle acceleration, output shaft torque, and change in output shaft speed may be used. When the input shaft rotation speed change is used, the input shaft rotation speed is a predetermined threshold (for example, the rotation speed assumed after the assist clutch is engaged, or the output shaft rotation speed is the gear ratio between the fifth drive gear D5 and the fifth driven gear G5). And the assist clutch transmission torque is determined to be equivalent to the input torque based on the fact that the input shaft rotation speed change rate is smaller than a predetermined threshold. The same applies to changes in the output shaft speed. When using vehicle acceleration, for example, the vehicle acceleration when the assist clutch transmission torque is equivalent to the input torque is obtained in advance as a threshold, and the actual vehicle acceleration is compared. Similarly, when the output shaft torque is used, for example, the output shaft torque when the assist clutch transmission torque is equivalent to the input torque is obtained in advance as a threshold value and compared with the actual output shaft torque. In addition, it is also possible to make a determination using the behavior of the input shaft rotation speed change, vehicle acceleration, output shaft torque, and output shaft rotation speed change itself when the assist clutch transmission torque is equivalent to the input torque.

  FIG. 9 shows a function structure for calculating the assist clutch torque increase rate rtAST and the assist clutch torque upper limit gain gtqAST_MX in FIG.

  FIG. 9A shows an example of a set value of the function g1 in step 903 in FIG. The set value of the function g1 in step 903 in FIG. 8 is set larger as the gear release control timer Tmr_gop progresses. Further, in the figure, the set value of the function g1 is set for each magnitude of the transmission input shaft torque STq_in. However, this is a preferable mode, and even unique data determined by the representative value of the transmission input shaft torque STq_in. good. Furthermore, it is preferable to set the auto mode / manual mode separately for each gear position.

  FIG. 9B shows an example of the set value of the function g2 in step 905 of FIG. It is desirable that the set value of the function g2 in step 905 in FIG. 8 is set to increase as the transmission input shaft torque STq_in progresses. Also, it is desirable to set different settings for each gear position and for each auto mode / manual mode.

  FIG. 10 shows a time chart during upshifting of the embodiment of FIG. 4A shows the rotational speed of the transmission input shaft SI in FIG. 4, FIG. 4B shows the positions (shift positions) of the third mesh transmission mechanism L12 and the second mesh transmission mechanism L34, and FIG. The gear output torque, the assist clutch output torque, and the gear output torque after the shift are shown, and (D) shows the output shaft torque of the transmission output shaft SO.

  The period from time t0 to time t4 is the gear release phase, the period from time t4 to time t5 is the rotation synchronization phase, the period from time t5 to time t6 is the gear engagement phase, and the period from time t6 to time t7 is the assist torque release phase. . Further, the period from time t0 to time t3 corresponds to the period from time t0s to time tgo in FIG.

  Start-up of assist clutch output torque is started at time t1. As the assist clutch output torque increases, the pre-shift gear output torque decreases. At time t2 when the movement of the gear in the release direction is detected, the increase speed of the assist clutch output torque is changed to be small. Thereafter, the gear is released at time t3. By starting the rotation synchronization control using the assist clutch from the time t4 when the gear is in the vicinity of neutral, the rotation speed of the input shaft is synchronized with the next gear position (time t4 to t5 in (A)). When the input shaft rotational speed becomes equivalent to the next gear, the gear is switched to the next gear (time t5 to t6 in (B)). When the release of the assist clutch output torque is started when the gear is at the next gear, torque is transmitted at the next gear with the release of the assist clutch output torque, and finally the torque is transmitted only at the next gear. It is transmitted (time t6 to t7 in (C)). The shift ends at time t8.

  FIG. 11 shows a time chart at the time of downshift of the embodiment of FIG. The definitions of (A) to (D) are the same as those in FIG. The period from time t0 to time t2 corresponds to the period from time t0s to time t5s in FIG.

  Start-up of assist clutch output torque is started at time t1. As the assist clutch output torque increases, the pre-shift gear output torque decreases. At time t2, the gear release movement is detected, and the increase speed of the assist clutch output torque is changed to a small value. Thereafter, the gear is released (time t3 in (B)). By starting the rotation synchronization control using the assist clutch from the time t4 when the gear is in the vicinity of neutral, the rotation speed of the input shaft is synchronized with the next gear position (time t4 to t5 in (A)). When the input shaft rotational speed becomes equivalent to the next gear, the gear is switched to the next gear (time t5 to t6 in (B)). When the release of the assist clutch output torque is started when the gear is at the next gear, torque is transmitted at the next gear with the release of the assist clutch output torque, and finally the torque is transmitted only at the next gear. It is transmitted (time t6 to t7 in (C)). The shift ends at time t8.

  FIG. 12 shows a flowchart when learning correction is performed on the transmission input shaft torque STq_in used in FIG. This learning correction is not essential, but is preferably performed.

  In step 1501, parameters are read and the process proceeds to step 1502.

  In step 1502, it is determined whether or not the gear is in the gear release phase. If it is not the gear release phase, the process proceeds to step 1507.

  In step 1503, is the position of the engagement transmission member (or clutch, bokeling, etc.) such as the first engagement transmission mechanism SC1, the second engagement transmission mechanism SC2, and the third engagement transmission mechanism within the predetermined range SFT_op? Judge whether or not. If it is within the predetermined range SFT_op, the process proceeds to step 1504. If it is not within the predetermined range SFT_op, the process proceeds to step 1507.

  The predetermined range SFT_op is determined when the engagement transmission mechanism is engaged and the above-described pre-release shift load is applied, before the assist clutch transmission torque and the input torque reach a balanced state. It is preferable to set so as not to include the movement range when the meshing member moves due to insufficiency or the like.

  In step 1504, it is determined whether or not the moving speed spSFT of the meshing transmission member is equal to or higher than a predetermined speed SFT_opsp and the previous value spSFTz of the moving speed of the meshing transmission member is equal to or lower than a predetermined speed SFT_opsp. If this condition is satisfied, the process proceeds to step 1505. If the condition is not satisfied, the process proceeds to step 1507. The predetermined speed SFT_opsp is preferably set to a value at which the shift release movement can be stably detected.

  In step 1505, the assist correction target torque TTqAST is divided by the input torque Tq_in to calculate a learning correction value bcTq_in.

  In step 1506, the learning correction value bcTq_in obtained in step 1505 is stored in the learning correction map m1 described in FIG.

  In step 1507, the estimated input torque STq_in is multiplied by the value of the learning correction map m1 to calculate a post-learning estimated input torque STq_in2, which is used instead of the estimated input torque STq_in in the subsequent assist clutch target torque TTqAST calculation. The assist clutch target torque TTqAST can be corrected.

  FIG. 13 shows an example of the structure of the input torque correction map m1 in step 1506 of FIG.

  The structure of the input torque correction map m1 in step 1506 is preferably a map of the estimated input torque STq_in and the engine speed Ne. Moreover, the setting according to the parameter which represents an accelerator opening degree and another engine operation state may be sufficient.

  The second embodiment will be described below.

  FIG. 14 shows another example of the assist clutch control flowchart executed in step 703 (release control phase) of FIG. Other configurations and controls, and the meanings and contents of symbols and symbols are the same as those shown in the first embodiment.

  In step 1001, parameters are read.

  In step 1002, it is compared whether the actual shift position is within a predetermined shift position SFT_op range. If the actual shift position is outside the predetermined shift position SFT_op range, the process proceeds to step 903. If the absolute value of the actual shift position rpSFT is within the predetermined shift position SFT_op range, the process proceeds to step 1005. In the predetermined shift position SFT_op range, when the pre-release load is applied from the gear engagement state, the shift position moves due to the deflection of the member or the displacement of the engagement before the assist clutch transmission torque reaches the torque balance point. Set to exclude the movement range. This is a process for separating the shift from the shift movement when the assist clutch transmission torque reaches the torque balance point.

  In step 1003, the assist clutch torque increase rate rtAST is calculated based on the function g1, and the process proceeds to step 1004.

  In step 1004, the assist clutch target torque TTqAST is calculated from the product of the assist clutch torque increase rate rtAST calculated in step 1003 and the transmission input shaft torque STq_in.

  In step 1005, it is compared whether or not the actual shift speed calculated from the actual shift position is equal to or higher than a predetermined shift speed SFT_opsp. If the actual shift speed is greater than or equal to the predetermined value, the process proceeds to step 1006. If the actual shift speed is less than or equal to the predetermined value, the process proceeds to step 1003.

  In step 1006, an assist clutch target torque upper limit gain gtqAST_MX is calculated based on the function g2.

  In step 1007, the assist clutch target torque upper limit tqAST_MX is calculated from the product of the assist clutch target torque upper limit gain gtqAST_MX calculated in step 1006 and the transmission input shaft torque STq_in.

  In step 1008, it is compared whether the target assist torque TTqAST is smaller than the assist clutch upper limit torque tqAST_MX calculated in step 1007. If smaller, the process proceeds to step 1009.

  In step 1009, the assist clutch target torque increment dttqAST is added to the previous assist clutch target torque value.

  According to the present embodiment, there is an effect that it is possible to reduce control fluctuation due to secular change or machine difference.

  The third embodiment will be described below.

  FIG. 15 shows another configuration example different from FIG. 4 of the first embodiment. Other configurations and controls, and the meanings and contents of symbols and symbols are the same as those shown in the first embodiment. Further, the second embodiment can be combined with this embodiment.

  In the present embodiment, the first transmission clutch SC1 and the second transmission clutch SC2 are arranged on the driven gear side on the transmission output shaft SO.

  A transmission external output shaft SO2 is provided in parallel to the transmission output shaft SO.

  Further, an output drive gear DO is provided on the transmission output shaft SO. The output drive gear DO meshes with an output driven gear GO provided on the external output shaft SO2 of the transmission 2A. A differential reducer may be used instead of the output drive gear GO and the output driven gear DO.

  This embodiment is suitable for use in a front wheel drive vehicle.

  Hereinafter, a fourth embodiment will be described.

  FIG. 16 shows still another configuration example different from FIG. 4 of the first embodiment. Other configurations and controls, and the meanings and contents of symbols and symbols are the same as those shown in the first embodiment. Further, the second embodiment can be combined with this embodiment.

  The difference from FIG. 4 is that the configuration example shown in FIG. 4 is configured to transmit the torque of the engine 1 to the transmission input shaft SI by engagement of the start clutch C1, whereas this configuration example is twin. It is a point comprised by the clutch. That is, the torque of the engine 1 is transmitted to the transmission first input shaft SIA by engaging the input shaft first clutch C1A, and the torque of the engine 1 is transmitted to the transmission second input shaft SIB by engaging the input shaft second clutch C1B. Is configured to do.

  The transmission second input shaft SIB is hollow, and the transmission first input shaft SIA passes through the hollow portion of the transmission second input shaft SIB and rotates in the rotational direction with respect to the transmission second input shaft SIB. It is configured to allow relative movement.

  A first drive gear D1, a third drive gear D3, and a fifth drive gear D5 are fixed to the transmission second input shaft SIB, and are rotatable with respect to the transmission first input shaft SIA. A second drive gear D2 and a fourth drive gear D4 are fixed to the transmission first input shaft SIA, and are rotatable with respect to the transmission second input shaft SIB. The input shaft first clutch C1A is engaged / released by the input shaft clutch first actuator 305, and the input shaft second clutch C1B is engaged / released by the input shaft clutch second actuator 306.

  Between the first driven gear G1 and the third driven gear G3, the first driven gear G1 is engaged with the transmission output shaft SO, or the first driven gear G3 is engaged with the transmission output shaft SO. A transmission clutch SC13 is provided. Therefore, the rotational torque transmitted from the first drive gear D1 or the third drive gear D3 to the first driven gear G1 or the third driven gear G3 is transmitted to the first transmission clutch SC13, and is transmitted via the first transmission clutch SC13. To the transmission output shaft SO.

  Further, between the second driven gear G2 and the fourth driven gear G4, the second driven gear G2 is engaged with the transmission output shaft SO, or the fourth driven gear G4 is engaged with the transmission output shaft SO. A third meshing clutch SC24 is provided. Accordingly, the rotational torque transmitted from the second drive gear D2 or the fourth drive gear D4 to the second driven gear G2 or the fourth driven gear G4 is transmitted to the third meshing clutch SC24, and the third meshing clutch SC24. To the transmission output shaft SO.

  Further, the fifth driven gear G5 is provided with a second meshing clutch SC5 that engages the fifth driven gear G5 with the transmission output shaft SO. Therefore, the rotational torque transmitted from the fifth drive gear D5 to the fifth driven gear G5 is transmitted to the second meshing clutch SC5 and transmitted to the transmission output shaft SO via the second meshing clutch SC5.

  Thus, the rotational torque of the transmission first input shaft SIA and the transmission second input shaft SIB is transmitted to the first mesh clutch SC13, the second mesh clutch SC5, or the third mesh clutch SC24. The first meshing clutch SC13, the second meshing clutch SC5, or the third meshing clutch SC24 is moved in the axial direction of the transmission output shaft SO, and the first driven gear G1, It is necessary to engage with any one of the second driven gear G2, the third driven gear G3, the fourth driven gear G4, and the fifth driven gear G5. For this purpose, the first meshing clutch SC13, the second meshing clutch SC5, or the third meshing clutch SC24 is moved. In order to move the first meshing clutch SC13, the second meshing clutch SC5, or the third meshing clutch SC24, the shift first actuator 23, the shift second actuator 24, the select first actuator 25, and the select second actuator. 26, the shift / select mechanism 28 is operated.

  Here, for example, when the torque is transmitted to the transmission output shaft SO by the first drive gear D1 and the first driven gear G1, the first gear, the third drive gear D3, and the third driven gear G3 are used. The case where torque is transmitted to the transmission output shaft SO when the torque is transmitted to the transmission output shaft SO by the third gear, the fourth drive gear D4, and the fourth driven gear G4. Then, in the upshift from the first gear to the third gear and the downshift from the third gear to the first gear, the input shaft first clutch C1A is disengaged and the third meshing is performed. From the state in which the clutch SC24 and the fourth driven gear G4 are in the engaged state, the shift is performed by performing the same control as the assist clutch and shift in the embodiment shown in FIG. It will be.

  Further, for example, when torque is transmitted to the transmission output shaft SO by the second drive gear D2 and the second driven gear G2, the transmission is transmitted by the second gear, the fourth drive gear D4, and the fourth driven gear G4. The case where torque is transmitted to the output shaft SO is the fourth gear, the fifth drive gear D5, and the fifth driven gear G5 is the torque which is transmitted to the transmission output shaft SO is the fifth gear. In the upshift shift from the second shift stage to the fourth shift stage and the downshift shift from the fourth shift stage to the second shift stage, the input shaft second clutch C1B is opened, and the second mesh clutch SC5 And the fifth driven gear D5 in the engaged state by performing the same control as the assist clutch and shift in the embodiment shown in FIG. It made.

  Therefore, the control similar to that described in the first embodiment can be applied at the time of the jump shift of the twin clutch type automatic MT.

  FIG. 17 shows a torque transmission path of the transmission of FIG.

  Here, the path from the output shaft of the engine 1 shown in FIG. 16 to the two clutches C1A and C1B and the two input shafts SIA and SIA are expressed in parallel. Thus, they are arranged coaxially.

  FIG. 17A shows, as an example, a gear transmission torque transmission path when shifting from the first gear to the third gear.

  17A, a torque transmission path (solid line of (A)) for transmitting from the output shaft of the engine 1 to the transmission output shaft through the gear train on the clutch C1B and the input shaft SIB is shown in FIG. The torque transmission path ((A)) is transmitted from the output shaft of the engine 1 to the transmission output shaft via the clutch C1A and the gear train on the input shaft SIA. 3) corresponds to the second torque transmission path in FIG.

  FIG. 17B shows, as an example, a gear release torque transmission path at the time of shifting from the second gear to the fourth gear.

  In FIG. 17B, a torque transmission path (solid line of (B)) for transmitting from the output shaft of the engine 1 to the transmission output shaft via the gear train on the clutch C1A and the input shaft SIA is shown in FIG. The torque transmission path ((B) for transmitting from the output shaft of the engine 1 to the transmission output shaft via the gear train on the clutch C1B and the input shaft SIB. 3) corresponds to the second torque transmission path in FIG.

  FIG. 18 shows a time chart at the time of upshift of the embodiment of FIG. Here, as an example, a case of a jump shift from the first speed to the third speed is shown. (A) is the rotation speed of the transmission input shaft SIB, (B) is the position (shift position) of the first meshing transmission mechanism L13, (C) is the 1st gear output torque, 4th gear output torque, 3 (D) indicates the output shaft torque of the transmission output shaft SO.

  The basic operation other than the replacement of the assist clutch output torque shown in FIG. 10 with the output torque of the torque transmission path (hereinafter referred to as the fourth speed gear output torque) transmitted through the clutch C1A and the fourth speed gear is shown in FIG. It is the same.

  Here, the output torque of the fourth gear is continuously adjusted by the clutch C1A.

  The period from time t0 to time t4 is the gear release phase, the period from time t4 to time t5 is the rotation synchronization phase, the period from time t5 to time t6 is the gear engagement phase, and the period from time t6 to time t7 is the 4-speed gear torque release phase. It is. A period from time t0 to time t3 corresponds to a period from time t0s to time tgo in FIG.

  At time t1, the start of the 4th gear output torque is started. As the 4th gear output torque increases, the 1st gear output torque decreases. At the time t2 when the movement of the gear in the release direction is detected, the increasing speed of the 4-speed gear output torque is changed to be small. Thereafter, the gear is released at time t3. By starting the rotation synchronization control using the clutch C1A from the time t4 when the gear is in the vicinity of neutral, the rotation speed of the input shaft is synchronized with the next gear position (time t4 to t5 in (A)). When the input shaft rotational speed becomes equivalent to the next gear, the gear is switched to the next gear (time t5 to t6 in (B)). When the gear shifts to the next gear and starts releasing the 4th gear output torque, the torque is transmitted at the next gear with the release of the 4th gear output torque. To transmit torque (time t6 to t7 in (C)). The shift ends at time t8.

  FIG. 19 shows a time chart during downshifting of the embodiment of FIG. Here, as an example, a case of a jump shift from the third speed to the first speed is shown. (A) is the rotation speed of the transmission input shaft SIB, (B) is the position (shift position) of the first meshing transmission mechanism L13, (C) is the 3rd gear output torque, 4th gear output torque, 1 (D) indicates the output shaft torque of the transmission output shaft SO.

  The basic operation other than the replacement of the assist clutch output torque shown in FIG. 11 with the output torque of the torque transmission path (hereinafter referred to as the fourth speed gear output torque) transmitted through the clutch C1A and the fourth speed gear is as shown in FIG. It is the same.

  The fourth-speed gear output torque is continuously adjusted in magnitude by the clutch C1A.

  The period from time t0 to time t4 is the gear release phase, the period from time t4 to time t5 is the rotation synchronization phase, the period from time t5 to time t6 is the gear engagement phase, and the period from time t6 to time t7 is the 4-speed gear torque release phase. It has become. The period from time t0 to time t2 corresponds to the period from time t0s to time t5s in FIG.

  At time t1, the start of the 4th gear output torque is started. As the 4th gear output torque is increased, the pre-shift gear output torque decreases. At time t2, the gear release movement is detected, and the increase speed of the fourth-speed gear output torque is changed to be small. Thereafter, the gear is released (time t3 in (B)). By starting the rotation synchronization control using the clutch C1A from the time t4 when the gear is in the vicinity of neutral, the rotation speed of the input shaft is synchronized with the next gear position (time t4 to t5 in (A)). When the input shaft rotational speed becomes equivalent to the next gear, the gear is switched to the next gear (time t5 to t6 in (B)). When the gear shifts to the next gear and starts releasing the 4th gear output torque, the torque is transmitted at the next gear with the release of the 4th gear output torque. To transmit torque (time t6 to t7 in (C)). The shift ends at time t8.

  Thus, the present invention can also be applied to a twin clutch type automatic MT.

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Transmission, 100 ... Power train control unit, 101 ... Engine control unit, 102 ... Hydraulic control unit, C1 ... Starting clutch, C2 ... Assist clutch.

Claims (1)

The torque of the input shaft is transmitted to the output shaft via the second gear pair and the second meshing clutch from the torque transmission path for transmitting the torque of the input shaft to the output shaft via the first gear pair and the first meshing clutch. When shifting to a torque transmission path, the first engagement clutch is released while the assist clutch that forms a torque transmission path between the input shaft and the output shaft is engaged, and the assist clutch is released. A control device for a vehicle having an automatic transmission for engaging the second meshing clutch,
A control unit for controlling the assist clutch so that the increase rate of the transmission torque due to engagement decreases with time;
An input shaft torque determining unit that determines the input shaft torque by detection or estimation;
An assist clutch transmission torque determining unit that determines the transmission torque of the assist clutch by detection or estimation;
The control unit inputs the assist clutch transmission torque by comparing the input shaft torque determined by the input shaft torque determination unit with the assist clutch transmission torque determined by the assist clutch transmission torque determination unit. In the vehicle control device that determines whether or not the torque is equivalent to the shaft torque, and changes the increase rate of the assist clutch target torque according to the determination result,
A timer that measures and outputs the time from the start of shifting,
A memory for storing a map in which the timer measurement time and the assist clutch torque increase rate are associated with each other;
When the difference between the input shaft torque determined by the input shaft torque determination unit and the assist clutch transmission torque determined by the assist clutch transmission torque determination unit is greater than a predetermined value, the control unit Obtaining the assist clutch torque increase rate according to the output of the input shaft torque determination unit and the timer from the map, and outputting a signal according to the assist clutch torque increase rate to the actuator of the assist clutch;
When the difference between the input shaft torque determined by the input shaft torque determination unit and the assist clutch transmission torque determined by the assist clutch transmission torque determination unit is equal to or less than the predetermined value, the previous assist clutch target torque A vehicle control device that performs control to add a constant value to the vehicle.

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