JP6089802B2 - Vehicle shift control device - Google Patents

Description

  The present invention relates to a shift control device for a vehicle that switches a fastening element between a fastening state and an open state in accordance with a shift control of a transmission provided in a drive transmission system, and relates to a control when an accelerator pedal is depressed during a shift.

2. Description of the Related Art Conventionally, a shift control device for a vehicle that shifts by engaging / disengaging a fastening element of a transmission provided in a drive transmission system from a prime mover to a drive wheel has a gear position based on a relationship between an accelerator opening and a vehicle speed. It is common to decide.
Also, in such a shift control device, there is known one that fastens the fastening element at a timing that synchronizes the input rotational speed of the fastening element with the output rotational speed (see, for example, Patent Document 1).

JP 2010-202124 A

In the above-described prior art, when an accelerator pedal depression increasing operation is performed during the inertia phase by the upshift control, a downshift determination may be made based on the relationship between the accelerator opening and the vehicle speed.
However, if a further downshift is executed in the middle of an upshift, the shift takes more time than if only an upshift or a downshift is executed, and the required drive corresponding to the driver's accelerator pedal operation is made accordingly. It takes time to reach the torque.
In particular, when synchronizing the rotational speed on the input / output side of the fastening element at the time of shifting as in the above prior art, it is necessary to rotate the fastening element synchronously again for downshifting from this downshift determination time point. It takes more time to shift.

  The present invention has been made paying attention to the above problem, and can reduce the time required to obtain the required drive torque when the driver performs an accelerator pedal depression increasing operation during the inertia phase during upshifting. An object of the present invention is to provide a shift control device for the above.

In order to achieve the above object, in the present invention,
The shift control means for controlling the shift of the transmission increases the depression of the accelerator pedal during the inertia phase in which the input rotation speed of the transmission is controlled from the rotation speed before the shift to the rotation speed after the shift at the time of the upshift. When the operation is stepped on during the inertia phase, the required drive torque based on the step-increase operation is obtained, and it is determined whether or not this required drive torque can be realized by the gear ratio after the upshift. Is provided with a shift control unit for increasing an accelerator pedal depression that executes a torque response shift process for shifting to a shift stage before the start of shifting when it is determined that the upshifting is continued and is not feasible. A shift control device is provided.

In the present invention, when the accelerator pedal depression increase operation is performed during the inertia phase of the upshift, when the accelerator pedal is depressed during the inertia phase, the shift control unit at the time of the accelerator pedal depression increase is based on the torque response shift process. However, it is determined whether the required drive torque can be realized.
If the required drive torque can be realized even with the gear ratio after the upshift, the upshift is continuously executed. Therefore, when this upshift is continued, the time required to reach the required drive torque can be shortened by the amount that the downshift is not executed, compared to the case where the upshift is stopped and the downshift is executed.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system configuration diagram showing a drive system configuration and a control system configuration of an electric vehicle to which a vehicle shift control device of Embodiment 1 is applied. FIG. 3 is a control block diagram illustrating a detailed configuration of a shift control system of the vehicle shift control device according to the first embodiment. FIG. 3 is a shift map diagram illustrating an example of an up shift line and a down shift line of an automatic transmission used for shift control executed by a shift controller in the vehicle shift control apparatus of the first embodiment. It is explanatory drawing of the engagement clutch as a fastening element provided in the drive system of the transmission control apparatus of the vehicle of Embodiment 1, (a) is principal part sectional drawing, (b)-(d) is the operation | movement. FIG. 4A is a plan view looking down from above in (a), (b) showing an initial state of synchronization at the initial stage of fastening, (c) showing the middle of synchronization, and (d) showing the end of synchronization. . 5 is a flowchart showing a flow of torque response shift processing executed by a shift control unit when an accelerator pedal depression is increased in the shift controller of the shift control device for a vehicle according to the first embodiment. 6 is a time chart illustrating an operation example in the case where there is no margin in motor torque when the upshift is continued at the time of depression during the inertia phase in the vehicle shift control device of the first embodiment. 6 is a time chart for explaining an operation example in the case where there is a margin in motor torque when the upshift is continued at the time of depression during the inertia phase in the vehicle shift control device of the first embodiment. 6 is a time chart showing an operation example when there is no margin in motor torque when a downshift is executed when the vehicle shift control device of the first embodiment is depressed during an inertia phase. 6 is a time chart showing an operation example when there is a margin in motor torque when a downshift is executed when the vehicle shift control device of the first embodiment is depressed during an inertia phase. It is a system block diagram which shows the drive system structure of the hybrid vehicle to which the transmission control apparatus of the vehicle of other embodiment is applied.

  Hereinafter, the best mode for realizing a transmission control apparatus for a vehicle according to the present invention will be described based on Embodiment 1 shown in the drawings.

(Embodiment 1)
First, the configuration of the vehicle transmission control apparatus according to the first embodiment will be described.
FIG. 1 is an overall system diagram showing the configuration of a drive system and a control system of an electric vehicle (an example of a vehicle) to which the vehicle shift control device of Embodiment 1 is applied. The drive system configuration and control system configuration will be described below with reference to FIG.

  As shown in FIG. 1, the drive system configuration of the electric vehicle includes a motor generator (prime mover) MG, an automatic transmission 3, and drive wheels 14.

  Motor generator MG is used as a drive motor during power running, and is used as a generator during regeneration, and its motor shaft is connected to transmission input shaft 6 of automatic transmission 3.

  The automatic transmission 3 is a constantly meshing stepped transmission that transmits power by one of two gear pairs having different gear ratios, and has a high gear stage (high speed stage) with a small reduction ratio and a low gear stage with a large reduction ratio ( Two-speed transmission having a low speed). The automatic transmission 3 includes a low-side transmission mechanism 8 that realizes a low gear stage and a high-side transmission mechanism 9 that realizes a high gear stage. Here, the transmission input shaft 6 and the transmission output shaft 7 are arranged in parallel.

  The low-side transmission mechanism 8 is for selecting a low-side transmission path, and is disposed on the transmission output shaft 7. The low-side transmission mechanism 8 is configured to engage / disengage the gear 81 with respect to the transmission output shaft 7 so that the low-speed gear pair 80 (gear 81, gear 82) is drivingly coupled between the transmission input / output shafts 6 and 7. It is constituted by an engaging clutch (down engagement clutch) 83 that opens. Here, the low speed gear pair 80 includes a gear 81 rotatably supported on the transmission output shaft 7 and a gear 82 that meshes with the gear 81 and rotates together with the transmission input shaft 6.

  The high-side transmission mechanism 9 is for selecting a high-side transmission path and is disposed on the transmission input shaft 6. The high-side speed change mechanism 9 is configured so that the high-speed gear pair 90 (gear 91, gear 92) is frictionally engaged with the transmission input shaft 6 so that the transmission input / output shafts 6 and 7 are coupled to each other. It is constituted by a friction clutch (open clutch when down) 93 that opens. Here, the high speed gear pair 90 includes a gear 91 rotatably supported on the transmission input shaft 6 and a gear 92 that meshes with the gear 91 and rotates together with the transmission output shaft 7.

  A gear 11 is fixed to the transmission output shaft 7, and a differential gear device 13 is drivingly coupled to the transmission output shaft 7 through a final drive gear set including the gear 11 and a gear 12 meshing with the gear 11. Yes. As a result, the motor power of the motor generator MG that has reached the transmission output shaft 7 passes through the final drive gear set (gears 11 and 12) and the differential gear unit 13 and the left and right drive wheels 14 (in FIG. 1, one drive wheel is shown). Only shown).

(Detailed configuration of shift control system)
FIG. 2 shows a detailed configuration of the shift control system of the electric vehicle, and FIG. 3 shows an example of a shift map used in the shift control. The detailed configuration of the shift control system will be described below with reference to FIGS.

  As shown in FIG. 2, the shift control system of the electric vehicle control system includes an engagement clutch 83, a friction clutch 93, a motor generator MG, a shift controller 21, and a motor controller 28. ing. That is, the engagement clutch 83 and the friction clutch 93 are configured to perform shift control of upshift / downshift according to a command from the shift controller 21. The motor generator MG is configured to control motor torque responsiveness according to a command to the motor controller 28 from the shift controller 21 (or the integrated controller 30 (see FIG. 1) that inputs shift information from the shift controller 21).

  The engagement clutch 83 is a clutch by synchro meshing engagement, and as shown in FIG. 1, a clutch gear 84 provided on the gear 81, a clutch hub 85 coupled to the transmission output shaft 7, and a coupling sleeve 86. Then, the coupling sleeve 86 is stroke driven by the electric actuator 41 shown in FIG. 2 to be engaged / released.

  Engagement and release of the engagement clutch 83 are determined by the position of the coupling sleeve 86. Therefore, the speed change controller 21 reads the value of the sleeve position sensor 27 and applies a current to the electric actuator 41 so that the sleeve position becomes the engagement position or the release position (for example, a position servo system by PID control). It has.

  When the coupling sleeve 86 is in an engagement position where it is engaged with both the clutch gear 84 and the outer peripheral clutch teeth of the clutch hub 85 as shown in FIG. 1, the gear 81 is drivingly connected to the transmission output shaft 7. On the other hand, when the coupling sleeve 86 is displaced in the axial direction from the position shown in FIG. 1, the gear 81 is moved to the transmission when the clutch sleeve 84 is in the disengaged state with one of the clutch gear 84 and the outer peripheral clutch teeth of the clutch hub 85. Disconnect from the output shaft 7.

Further, the synchronization mechanism of the engagement clutch 83 will be described based on FIG.
The coupling sleeve 86 moves in the axial direction, which is the left-right direction in FIG. 4A, while maintaining a state where it is engaged with a spline portion (not shown) formed on the outer periphery of the clutch hub 85 (see FIG. 1). Supported as possible. The axial movement of the coupling sleeve 86 is achieved by driving the electric actuator 41 (see FIG. 2).

  A spline portion 84 a that can mesh with a spline portion 86 a formed on the inner periphery of the coupling sleeve 86 is formed on the outer periphery of the clutch gear 84. Further, a synchronizer ring 87 is attached to the outer periphery of the tapered cone portion 84b in the clutch gear 84 so as to be movable in the axial direction.

  The synchronizer ring 87 has a spline portion 87 a that can mesh with the spline portion 86 a of the coupling sleeve 86 on the outer periphery. Further, the synchronizer ring 87 is configured to be relatively movable in the rotational direction with respect to the key 88 provided on the coupling sleeve 86 by a gap by the key groove 87c (see FIG. 4B and the like). .

Next, a synchronization operation by the synchronization mechanism in the engagement clutch 83 will be described.
When the engagement clutch 83 is engaged from the released state, the synchronizer ring 87 is pushed in the axial direction by the coupling sleeve 86, and the coupling sleeve 86 and the clutch gear 84 are caused by the frictional force generated between the synchronizer ring 87 and the cone portion 84b. And synchronize them with each other.

Hereinafter, the synchronous rotation operation by the synchronization mechanism will be briefly described.
As shown in FIG. 4A, the coupling sleeve 86 is moved axially in the direction of the clutch gear 84 together with the key 88 by the electric actuator 41 (see FIG. 2), and the synchronizer ring 87 is moved to the cone portion 84b. Contact.

  When the synchronizer ring 87 comes into contact with the cone portion 84b, relative rotation occurs between the two, and the synchronizer ring 87 rotates by the gap of the key groove 87c shown in FIG. As a result, the chamfer portion 87b of the spline portion 87a of the synchronizer ring 87 and the chamfer portion 86b of the spline portion 86a of the coupling sleeve 86 are in an index state in which they face each other in the axial direction as shown in FIG. .

  When the coupling sleeve 86 further moves in the axial direction from this index state, both the chamfer portions 87b and 86b come into contact with each other, the synchronizer ring 87 further pushes the cone portion 84b to generate a friction torque, and the synchronizer ring 87 and the coupling sleeve 86 And the clutch gear 84 are synchronized.

  When this synchronization is completed, the friction torque between the synchronizer ring 87 and the cone portion 84b disappears, and the coupling sleeve 86 further moves in the axial direction. As a result, the spline portion 86a of the coupling sleeve 86 pushes the synchronizer ring 87 and engages with the spline portion 84a of the clutch gear 84, as shown in FIG.

  As described above, the friction is provided between the gear 81 and the clutch hub 85 and is generated as the coupling sleeve 86 is moved in the axial direction, and is generated as the engagement side of the engagement clutch 83 is moved relative to the output side. A configuration in which the input side and the output side are synchronously rotated by force, that is, the clutch gear 84, the coupling sleeve 86, and the synchronizer ring 87 constitute a synchronization mechanism.

Next, returning to FIG. 1, the friction clutch 93 will be described.
The friction clutch 93 includes a driven plate 94 that rotates together with the gear 91 and a drive plate 95 that rotates together with the transmission input shaft 6. Then, the friction clutch 93 is frictionally engaged / released by driving the slider 96 that applies a pressing force to the plates 94 and 95 by the electric actuator 42 shown in FIG.

The transmission torque capacity of the friction clutch 93 is determined by the position of the slider 96, and the slider 96 is a screw mechanism, and is a mechanism that holds the position when the input of the electric actuator 42 is 0 (zero). . The speed change controller 21 reads a value of the slider position sensor 26 and supplies a position servo controller 52 (for example, a position servo system based on PID control) that supplies a current to the electric actuator 42 so as to obtain a slider position where a desired transmission torque capacity can be obtained. I have.
The friction clutch 93 rotates integrally with the transmission input shaft 6 shown in FIG. 1 to drive-couple the gear 91 to the transmission input shaft 6 when the clutch friction is engaged, and to disengage the gear 91 and the transmission when the clutch is released. The drive connection of the input shaft 6 is disconnected.

  Returning to FIG. 2, the motor generator MG is subjected to power running control or regenerative control by the motor controller 28 that receives a command output from the integrated controller 30 (see FIG. 1). That is, when the motor controller 28 inputs a motor torque command, the motor generator MG is subjected to power running control. When motor controller 28 inputs a regenerative torque command, motor generator MG is regeneratively controlled. In addition, control for changing the response (time constant) of the motor torque to the accelerator opening is performed.

[Configuration of transmission control means]
The shift controller 21 receives information from the vehicle speed sensor 22, the accelerator opening sensor 23, the brake stroke sensor 24, the front / rear G sensor 25, and the like, and uses the shift map shown in FIG. (Shift, downshift). That is, the shift controller 21 releases the friction clutch 93 while engaging the engagement clutch 83 during the downshift to the low gear stage. Further, at the time of upshift to the high gear stage, the engagement clutch 83 is released while the friction clutch 93 is engaged.

(Configuration of shift control unit when accelerator pedal is depressed)
In addition to the above-described shift control, the shift controller 21 shown in FIGS. 1 and 2 continues the upshift as it is when the accelerator pedal (not shown) during the inertia phase is depressed during the inertia phase. Torque response shift processing for determining whether to shift to the low gear before shifting or not is executed.
That is, normally, as described above, the shift control is performed based on the determination result of the low gear stage or the high gear stage based on the shift map of FIG.
On the other hand, in the first embodiment, when stepping in during the inertia phase, torque response shift processing for controlling the shift according to the required drive torque tFo based on the step-up increasing operation is executed regardless of the shift map in FIG. Note that the increase in depression indicates both depression from a state where an accelerator pedal (not shown) is not depressed at all and depression from a depressed state.

Hereinafter, the torque response shift process will be described with reference to the flowchart of FIG.
This torque response shift process is started when the upshift determination is made. In the first step S101, the upshift is started and whether or not the engagement clutch 83 is released, that is, the inertia foods is started. It is determined whether or not it has been done. After the upshift is started, the determination in step S101 is repeated until the engagement clutch 83 is released, the engagement clutch 83 is released, and the motor rotational speed Nmo is set to the post-shift rotational speed (afNmohi). If the inertia phase to be controlled is entered, the process proceeds to step S102.

  In the next step S102, it is determined based on the output of the accelerator opening sensor 23 whether or not the depression amount of an accelerator pedal (not shown) has been increased. Then, if the step increase is not made, the process proceeds to step S103, and if the step increase is made, the process proceeds to step S104. Further, in step S104, it is determined whether or not the upshift has been completed. If the upshift is completed, the process proceeds to the end without executing the torque response shift process, and if the upshift is not terminated, the process returns to step S102.

In step S103, which proceeds when an accelerator pedal (not shown) depression operation is performed, whether or not the required drive torque tFo according to this depression increase operation can be realized with the gear ratio of the high gear stage after the upshift. To determine. If the determination result is realizable, the process proceeds to step S105. If the determination result is not realizable, the process proceeds to step S110.
That is, in the shift map of FIG. 3, for example, when the vehicle state moves from point a1 to point b1, an upshift determination is performed. During the upshift control, when an accelerator pedal (not shown) depression operation is performed and the required drive torque (= required motor torque) tFo is c1, this required drive torque tFo is, for example, It can be realized at the point c2 while maintaining the high gear stage. On the other hand, when the required drive torque tFo is the point d1, this required drive torque tFo cannot be realized at the high gear stage. In step S103, such a determination is performed.

  In step S105, the process proceeds to step S106 when the requested drive torque tFo is determined to be realizable at the gear stage (high gear stage) after the upshift, and the upshift is continued and the process proceeds to step S106.

In step S106, it is determined whether or not there is a margin in the motor torque Tmo. If there is a margin, the process proceeds to step S107. If there is no margin, the process skips step S107 and proceeds to step S108.
For example, when the vehicle state is point b1 in FIG. 3 described above, the margin can be increased by the margin torque Tyo even if the vehicle speed remains at the high gear stage. This margin torque Tyo means the margin described above.

  In step S107 which proceeds after it is determined that there is a margin in step S106, the motor torque Tmo and the transmission torque Tcl2 of the engaged friction clutch 93 are increased according to the margin torque Tyo, and then the process proceeds to step S108. The increased torque can be 100% of the surplus torque Tyo, or a part of the torque according to various conditions. Further, for example, the torque from the low to high upshift line can be used.

In step S108 following step S107, it is determined whether or not the shift has been completed. If the shift has not been completed, the current shift is continued and the determination in step S108 is repeated. When the shift is completed, the process proceeds to step S109.
In step S109, which is advanced at the end of the shift, the motor torque Tmo is increased toward the required drive torque tFo according to the depression operation of the accelerator pedal (not shown) of the driver.

On the other hand, in step S103, when the required drive torque tFo is not feasible with the gear ratio after the upshift, the process proceeds to the gear ratio before the upshift, that is, the shift to the low gear stage (downshift). Thereafter, the process proceeds to step S111.
By shifting to the downshift in step S110, the engagement clutch 83 is engaged and fastened while the friction clutch 93 is released. In engaging engagement of the engagement clutch 83, first, the motor rotation speed Nmo is controlled so as to synchronize the input / output side of the engagement clutch 83, and after this synchronization, the electric actuator 41 is driven and engaged. Then, after the engagement of the engagement clutch 83 is completed, the electric actuator 42 is driven to release the friction clutch 93, and the time when the disengagement ends is the end point of the downshift.

  In step S111 that proceeds after the shift to the downshift, it is determined whether or not there is a margin torque Tyo in the high gear state, as in step S106 described above. If there is a surplus torque Tyo, the process proceeds to step S112, and the motor torque Tmo and the transmission torque Tcl2 of the friction clutch 93 are increased according to the surplus torque Tyo. If there is no surplus torque Tyo, the process of step S112 is skipped. Proceed to step S108.

(Operation of Embodiment 1)
Next, the operation of the vehicle transmission control apparatus of the first embodiment will be described based on the time charts of FIGS.
FIGS. 6 to 9 each show an operation example when the driver depresses the accelerator pedal (not shown) during the inertia phase during the upshift. FIG. 6 shows the operation in the case where the upshift is continued when the pedal is depressed during the inertia phase and there is no margin torque Tyo. FIG. 7 shows an operation example in the case where the upshift is continued during the inertia phase and the margin torque Tyo is present. FIG. 8 shows an operation example in the case where the shift is made to the downshift at the time of depression during the inertia phase and there is no margin torque Tyo. FIG. 9 shows an operation in the case where the shift is made to the downshift at the time of the depression during the inertia phase and there is the surplus torque Tyo.

First, the operation example of FIG. 6 will be described.
In this example of operation, the automatic transmission 3 is controlled to the low gear stage before the time t11, and the shift start determination (upshift) is started at the time t11.
Note that the upshift start determination at time t11 is made when the relationship between the vehicle speed VSP and the required drive torque tFo crosses the shift line shown in FIG. 3 (for example, the vehicle state changes from point a1 to b1). The

  Based on this shift start determination, the shift controller 21 performs control to shift the automatic transmission 3 from the low gear stage to the high gear stage to release the engagement clutch 83 and to engage the friction clutch 93. In this case, first, the friction clutch 93 is gradually engaged from the open state from the time t11 in FIG. Then, at time t12 when the transmission torque Tcl2 of the friction clutch 93 becomes equivalent to the motor torque Tmo and the transmission torque Tcl1 of the engagement clutch 83 becomes close to 0, the electric actuator 41 is driven to start the release operation of the engagement clutch 83. To do. By this releasing operation, the engagement clutch 83 is released at the time t13, and the inertia phase state is set.

Therefore, the shift controller 21 controls the motor rotation speed Nmo, which is the rotation speed of the motor generator MG, from the time t13 toward the post-shift rotation speed afNmohi in the high gear stage. Then, from the time t15 when the motor rotation speed Nmo becomes the post-shift rotation speed afNmohi and the friction clutch 93 is no longer slipped and the shift is completed, the friction clutch 93 is controlled toward complete engagement, and the motor torque is controlled. Tmo is increased toward the required drive torque tFo, and acceleration according to the accelerator pedal depression increasing operation is started.
At this time, the inertia phase is a period from time t13 when the engagement clutch 83 is released to time t15 when the motor rotation speed Nmo is controlled to the rotation speed afNmohi after the shift and the shift ends.

In this operation example, at the time t14 during the inertia phase, an accelerator pedal depression operation (not shown) by the driver is executed.
In this operation example, at this time, it is determined in step S103 in the flowchart of FIG. 5 that the required drive torque tFo can be realized with the gear ratio after the upshift, and as a result, based on the processing in step S105, The upshift to the high gear stage is continued.
In this operation example, in the process of step S106, it is not determined that the motor torque Tmo has a margin, and the motor torque Tmo is maintained at the torque in the inertia phase as shown in FIG.

Therefore, at time t14 when the accelerator pedal (not shown) is increased by the driver, the upshift to the high gear stage is stopped and the downshift is performed toward the low gear stage based on the shift map of FIG. Compared with the case of executing, the time required to reach the required drive torque tFo can be shortened. That is, when the downshift is executed from the time t14, the engagement clutch 83 is first synchronized with the input / output rotation speed, and then the electric actuator 41 is driven to be in the engaged engagement state. 42 needs to be driven to open the friction clutch 93. In this case, the end of the shift is a time point later than the time point t15 shown in the figure, and thereafter, the motor torque Tmo is increased to start the acceleration, and the required drive torque tFo is reached at the time t16 in the example of FIG. Even later than the time.
In this case, since it takes time for the driver to reach the required drive torque tFo after performing the accelerator pedal operation, the driver may feel uncomfortable due to insufficient acceleration.
On the other hand, in the first embodiment, when the accelerator pedal depression increase operation during the inertia phase is performed, the torque response shift shown in the flowchart of FIG. 5 is performed instead of the shift control based on the shift map of FIG. A shift determination based on the processing is performed. As a result, the time required for the downshift can be omitted, the required drive torque tFo can be reached in a short time, and the driver can be prevented from feeling uncomfortable due to the delay in acceleration response.

Next, the operation example shown in FIG. 7, that is, the operation example in the case where the upshift is continued at the time of depression during the inertia phase and the margin torque Tyo is present as described above will be described.
In the operation example of FIG. 7 as well, as in the operation example of FIG. 6, the shift determination is made and the upshift is started at time t21, and the transmission torque Tcl2 of the friction clutch 93 reaches the motor torque Tmo at time t22. The torque phase has ended.
Further, the disengagement operation of the engagement clutch 83 is completed at the time t23, and an inertia phase for controlling the motor rotation speed Nmo is started. Then, at time t24, an accelerator pedal (not shown) depression operation is executed, and in step S103 in FIG. 5, it is determined that the required drive torque tFo can be realized with the gear ratio after the upshift, and step S105. Up-shifting continuation based on the above process is performed.
The processing so far is the same as in the case of FIG.

  On the other hand, in the operation example shown in FIG. 7, it is determined that there is a margin in the motor torque by the process of step S106 in FIG. 5, and the motor torque Tmo and the friction are determined as shown in FIG. The transmission torque Tcl2 of the clutch 93 is increased from the time t24.

In this case, the required drive torque tFo is almost reached at the time point t25, which is the end point of the shift, and almost no acceleration is required from the end point of the shift at t25, which is more than the example shown in FIG. In addition, the required drive torque tFo can be reached in a shorter time.
Therefore, high acceleration response can be obtained.

Next, an operation example in the case where the downshift is executed at the time of depression during the inertia phase shown in FIG. 8 and there is no margin torque Tyo will be described.
In the example shown in FIG. 8 as well, in the same manner as the operation example shown in FIGS. 6 and 7, the shift determination is made at the time t31 and the upshift is started, and the transmission torque Tcl2 of the friction clutch 93 is the motor at the time t32. The torque Tmo has been reached and the torque phase has ended.
Further, the disengagement operation of the engagement clutch 83 is completed at the time t33, an inertia phase for controlling the motor rotation speed Nmo is started, and an operation for increasing the accelerator pedal (not shown) is performed at the time t34. .
The operation up to this point is the same as in the case of FIGS.

  In the example shown in FIG. 8, at time t34 when the accelerator pedal depression increasing operation is executed, it is determined in step S103 in FIG. 5 that the required drive torque tFo cannot be achieved in the high gear stage. Based on this determination, the process of shifting to the low gear stage before the upshift is performed by the process of step S110 of FIG.

Therefore, as shown in FIG. 8, the motor rotational speed Nmo is controlled toward the post-shifting rotational speed afNmolo at the low gear stage from time t34, and the input / output rotational speed of the engagement clutch 83 is synchronized. . Then, the electric actuator 41 is driven from time t35 when the synchronization is completed, and the engagement clutch 83 is engaged and fastened at time t36.
Furthermore, the electric actuator 42 is driven to release the friction clutch 93 during the period from the time t36 when the engagement of the engagement clutch 83 is completed to the time t37, and the shift is finished at the time t37.
Then, the acceleration is started by increasing the motor torque Tmo from the time t37 when the shift is completed, and the required drive torque tFo is reached at the time t38.

In this case, as compared with the examples shown in FIGS. 6 and 7, after the accelerator pedal depression increasing operation is performed, the time is increased by the synchronization of the engagement clutch 83, the engagement engagement, and the release of the friction clutch 93. Cost. In particular, in the first embodiment, the engagement fastening after the synchronization of the engagement clutch 83 and the release of the friction clutch 93 are performed by the electric actuators 41 and 42, respectively. Therefore, it takes time to reach the required drive torque tFo.
However, in the case of this operation example, since the required drive torque tFo cannot be obtained at the high gear stage after the upshift, this shift operation is necessary.

Next, an operation example in the case where the downshift is executed at the time of depression during the inertia phase shown in FIG. 9 and the margin torque Tyo is present will be described.
In this operation example, as in the operation example of FIG. 8, the upshift is stopped and the downshift is performed, but compared with the operation example of FIG. 8, the time required to reach the required drive torque tFo is shortened. This is an example.

The operation example of FIG. 9 is the same as the operation example of FIG. 8 until the time t44 when the accelerator pedal depression increasing operation is performed.
The difference from the operation example of FIG. 8 is that the motor torque Tmo is determined to have a margin in step S111, which proceeds after determination of shifting to the gear ratio before the upshift (high gear stage) in step S110 of FIG. With this determination, in step S112, the process of increasing the motor torque Tmo and the transmission torque Tcl2 of the friction clutch 93 is executed.

For this reason, as shown in FIG. 9, at the synchronous rotation timing of the engagement clutch 83 after the time t44, the motor torque Tmo and the transmission torque Tcl2 of the friction clutch 93 are increased, and the vehicle longitudinal acceleration is increased.
As a result, the vehicle longitudinal acceleration increases earlier than in the operation example of FIG. 8, and the acceleration response can be improved.
In addition, since the motor torque Tmo at the shift end time (time t47) is higher than that in the operation example of FIG. 8, the time required until time t48 when the required drive torque tFo is reached can be shortened.
Therefore, even when the upshift is stopped and the downshift is executed, the time required to reach the required drive torque tFo can be shortened and the acceleration response can be improved.

(Effect of Embodiment 1)
Next, the effect of Embodiment 1 is demonstrated.
In the vehicle transmission control apparatus of the first embodiment, the following effects can be obtained.
a) The vehicle shift control device of Embodiment 1 is
An automatic transmission 3 that is provided in a drive transmission system from a motor generator MG as a prime mover to the drive wheels 14 and that performs a plurality of speeds by fastening and releasing fastening elements by driving electric actuators 41 and 42 as actuators;
A shift controller 21 as shift control means for performing shift control of the automatic transmission 3;
A shift control apparatus for a vehicle comprising:
The shift controller 21 is an inertia that is operated to increase the depression of the accelerator pedal during the inertia phase in which the input rotation speed of the automatic transmission 3 is controlled from the rotation speed before the shift to the rotation speed after the shift during the upshift. At the time of stepping in the phase, the required driving torque tFo is obtained based on the step-in increasing operation, and it is determined whether or not this required driving torque tFo can be realized by the gear ratio (high gear stage) after the upshift. When the upshift is continued and it is determined that it is not feasible, a torque control step (steps S101 to S105 and S110) for shifting to the shift stage before the start of the shift is executed. And a configuration for executing the processing of the flowchart of FIG.
As described above, when the required drive torque tFo can be realized by the gear ratio (high gear stage) after the upshift, the downshift is not executed, so that the required drive torque tFo is obtained compared to the downshift. The time required for this can be shortened.
Thereby, acceleration responsiveness can be improved.

b) The vehicle shift control apparatus of the first embodiment is
As an engagement element, an engagement clutch 83 that is released at the time of upshifting and a friction clutch 93 that is engaged at the time of upshifting are provided,
The inertia phase is a phase from the release of the engagement clutch 83 to the end of the shift.
In the configuration in which the automatic transmission 3 releases the engagement clutch 83 at the time of the upshift, when the downshift is executed by the driver's accelerator pedal depression increasing operation during the inertia phase in which the engagement clutch 83 has been released, Must be engaged again.
In this case, the input / output rotational speed of the engagement clutch 83 is synchronized and then engaged and engaged, and it takes more time than simply engaging the friction clutch. On the other hand, in the first embodiment, the required drive torque tFo can be obtained by the torque response shift process without performing the downshift as in the case a). However, it will increase more.

c) The vehicle shift control device of Embodiment 1 is
A motor generator MG is provided as a prime mover,
When the accelerator pedal depression increasing shift control unit (configuration for executing the process of the flowchart of FIG. 5) is shifted to the low gear stage before the start of the shift by the torque response shift process (the processes of steps S101 to S105, S110), When there is a margin in the output of the motor torque Tmo, a downshift torque increase process (processes in steps S111 and S112) for increasing the motor torque Tmo and the transmission torque Tcl2 of the friction clutch 93 is performed.
Therefore, compared to the case where the torque increase process at the time of downshift is not executed, the vehicle can be accelerated during the inertia phase for the downshift, and the required drive torque tFo is higher than that without increasing the torque. The time to reach can be shortened.
Thereby, acceleration responsiveness can further be improved.

d) The vehicle shift control apparatus of the first embodiment is
A motor generator MG is provided as a prime mover,
When the accelerator pedal depression increase shift control unit (the configuration that executes the process of the flowchart of FIG. 5), when the upshift is continued by the torque response shift process, the motor torque Tmo is output when there is a margin in the output. An upshift torque increase process (S106, S107) for increasing Tmo and the transmission torque Tcl2 of the friction clutch 93 is executed.
For this reason, compared to the case where the torque increase process at the time of upshifting is not executed, the vehicle can be accelerated during the inertia phase for continuing the upshift, and the required drive torque is higher than that without increasing the torque. The time to reach tFo can be shortened.
Thereby, acceleration responsiveness can further be improved.

e) The shift control device for a vehicle according to the first embodiment is
The actuators for fastening and releasing the fastening elements are electric actuators 41 and 42.
When the fastening elements (engagement clutch 83, friction clutch 93) are engaged and released by the electric actuators 41 and 42, for example, it is generally more time-consuming to operate compared to the case where hydraulic pressure is used. is there.
For this reason, the effect by shortening the time to reach the required drive torque tFo described in the above a) to d) becomes more effective.

  The vehicle shift control device according to the present invention has been described above based on the embodiment. However, the specific configuration is not limited to this embodiment, and the invention according to each claim of the claims. Design changes and additions are permitted without departing from the gist of the present invention.

  In the embodiment, the vehicle shift control device of the present invention is applied to an electric vehicle having only a motor generator as a prime mover. However, the transmission control apparatus for a vehicle according to the present invention can also be applied to a hybrid vehicle including an engine and a motor generator as a prime mover, and an engine vehicle including only an engine as a prime mover. Therefore, in the embodiment, the motor generator is shown as the prime mover for performing the rotation speed control. However, the present invention is not limited to this, and the engine can be the control target.

Here, as a hybrid vehicle including an engine and two motor generators as a prime mover, as shown in FIG. 10, the drive system shown in the first embodiment includes an engine 1, a power generation motor generator MG 1, and a power distribution device. 2 may be added.
The power distribution device 2 is constituted by a single pinion type planetary gear having a ring gear RG, a sun gear SG, and a carrier PC that supports the pinion PG. The ring gear RG is meshed with a gear 92 fixed to the transmission output shaft 7. An engine output shaft 4 is connected to the carrier PC. A motor output shaft 5 of a power generator motor generator MG1 is connected to the sun gear SG. That is, the power distribution device 2 determines the ring gear RG (the gear 92 of the high-speed gear pair 90) when the rotational speed of the power generator motor generator MG1 (sun gear SG) and the rotational speed of the engine 1 (carrier PC) are determined. Has a continuously variable transmission function that automatically determines the rotation speed.
The drive motor generator MG2 is driven using the power generated by the power generation motor generator MG1, and is output from the transmission input shaft 6 to the transmission output shaft 7 via the automatic transmission 3. Further, the output torque from the power distribution device 2 and the output torque from the automatic transmission 3 are combined by the transmission output shaft 7. The power generation motor generator MG1 is mainly used as a generator for power generation, but may be used as a drive motor depending on traveling conditions.

In the embodiment, the electric actuator is shown as the actuator for fastening and releasing the fastening element. However, the actuator is not limited to the electric one, and other actuators such as a hydraulic actuator can be used.
Further, in the embodiment, the engagement clutch (dog clutch) is used as the engagement clutch at the time of the downshift of the engagement element of the transmission, and the friction clutch is shown as the release clutch at the time of the downshift. It can be applied to a friction clutch.
In addition, an automatic transmission that performs a two-speed shift between a high gear stage and a low gear stage is shown as a transmission. However, the transmission may be a transmission having three or more stages as long as the transmission has a plurality of shift stages. In that case, the present invention can be applied at the time of up-shifting between the respective gears, such as between 1st speed and 2nd speed, between 2nd speed and 3rd speed.

  Furthermore, in Embodiment 1, although the example which performs both the torque increase process at the time of a downshift and the torque increase process at the time of an upshift was shown, it is not limited to this. That is, even when both torque increase processes are not executed, the effect of the torque response shift process can be obtained. Even when each torque increase process is executed, only one of them may be executed.

1 engine (motor)
3 Automatic transmission 14 Drive wheel 21 Shift controller (shift control means: shift control unit when accelerator pedal depression is increased)
41 Electric Actuator 42 Electric Actuator 83 Engaging Clutch 93 Friction Clutch MG Motor Generator (Priming Motor)
MG2 Drive motor generator (prime mover)
Tcl2 (friction clutch) transmission torque tFo required drive torque Tmo motor torque Tyo margin torque

Claims (5)

A transmission that is provided in a drive transmission system from a prime mover to a drive wheel and that performs a multiple-stage shift by fastening and releasing a fastening element by driving an actuator;
Shift control means for performing shift control of the transmission;
A shift control apparatus for a vehicle comprising:
The shift control means is configured to perform an inertial pedal depression increasing operation during an inertia phase in which the input rotation speed of the transmission is controlled from the rotation speed before the shift to the rotation speed after the shift during the upshift. At the time of stepping in the phase, the required driving torque is obtained based on the stepping-in increasing operation, and it is determined whether or not this required driving torque can be realized based on the gear ratio after the upshift. And a shift control unit for a vehicle that includes an accelerator pedal depression increase shift control unit that executes torque response shift processing for shifting to a shift stage before the start of shift when it is determined that the shift is not feasible. The vehicle shift control device according to claim 1,
The engagement element includes an engagement clutch that is released during the upshift and a friction clutch that is engaged during the upshift,
The inertia phase is a phase from the release of the engagement clutch to the end of the shift, and the shift control device for a vehicle according to claim 1. The vehicle shift control device according to claim 2,
A motor is provided as the prime mover,
When the accelerator pedal depression increase shift control unit shifts to the gear stage before the start of the shift by the torque response shift process, if there is a margin in the output of the motor torque, the motor torque and the transmission torque of the friction clutch A shift control apparatus for a vehicle, which executes a torque increase process at the time of downshift to increase the shift. The shift control apparatus for a vehicle according to claim 2 or 3,
A motor is provided as the prime mover,
The accelerator pedal depression increasing shift control unit increases the motor torque and the transmission torque of the friction clutch when there is a margin in the output of the motor torque when the upshift is continued by the torque response shift process. A shift control apparatus for a vehicle, which executes a torque increase process during upshift. In the vehicle shift control device according to any one of claims 1 to 4,
A transmission control apparatus for a vehicle, wherein the actuator is an electric actuator.