JP6141683B2 - Vehicle power transmission control device - Google Patents

Description

  The present invention relates to a vehicle power transmission control device.

  In recent years, a clutch torque (maximum torque that can be transmitted by a clutch) is interposed between an output shaft of an internal combustion engine and an input shaft of a transmission. Has been developed (for example, a control means for controlling the clutch torque and the gear stage of the transmission using an actuator in accordance with the traveling state of the vehicle) (for example, , See Patent Document 1). Such a power transmission control device is also called an automated manual transmission (AMT). Hereinafter, the driving torque of the output shaft of the internal combustion engine is referred to as “internal combustion engine driving torque”.

JP 2006-97740 A

  In recent years, a configuration using an AMT type that is not provided with a synchromesh mechanism including a synchronizer ring (also referred to as a non-synchronous transmission) has been developed. The non-synchronous transmission has a shorter overall length of the transmission due to the omission of the synchronizer ring compared to the transmission provided with the synchromesh mechanism, and no friction loss associated with the rotation of the synchronizer ring occurs. Has the advantage of light weight.

  In non-synchronous transmission shifting, the sleeve engaged with the idle gear of the gear stage before shifting is moved in the axial direction in order to suppress shifting shocks (abrupt changes in vehicle longitudinal acceleration caused by shifting). After releasing the engagement and realizing the neutral stage, the rotational speed of the input shaft of the transmission approaches the “synchronous rotational speed” by using any means instead of the synchromesh mechanism (more preferably ), And in the state where the rotational speed of the transmission input shaft is maintained at the “synchronous rotational speed”, the sleeve corresponding to the speed stage after the shift is moved in the axial direction. It is necessary to engage with the idle gear of the shift stage after the shift. Here, the “synchronous rotational speed” refers to “the rotational speed of the input shaft of the transmission corresponding to the speed of the vehicle in a state in which the gear stage after the shift is realized”. Hereinafter, matching the rotational speed of the transmission input shaft to the “synchronous rotational speed” is referred to as “synchronous”, and the rotational speed of the transmission input shaft approaches (more preferably matches) the “synchronous rotational speed”. The change / adjustment is called “synchronize”, “synchronize”, and the like (hereinafter the same in this specification).

  In an AMT equipped with a non-synchronous transmission, a method of using an internal combustion engine driving torque can be considered in order to synchronize the rotational speed of the transmission input shaft. In this case, the rotation speed of the transmission input shaft is synchronized by adjusting the internal combustion engine drive torque in a state where the clutch torque is maintained at a value greater than the internal combustion engine drive torque (ie, the clutch is maintained in the engaged state). Can be done.

  When synchronization of the rotational speed of the transmission input shaft is performed using the driving torque of the internal combustion engine, the responsiveness related to the synchronization greatly depends on the changing speed of the rotational speed of the output shaft of the internal combustion engine. Generally, due to the large moment of inertia related to the rotation of the output shaft of the internal combustion engine, the rotational speed of the output shaft of the internal combustion engine cannot change rapidly. Therefore, when the method using the internal combustion engine driving torque is employed to synchronize the rotational speed of the transmission input shaft, the responsiveness regarding the synchronization of the rotational speed of the transmission input shaft is not necessarily good. From the above, it is desired to improve the responsiveness related to the synchronization of the rotational speed of the transmission input shaft at the time of shifting to a non-synchronized stage (a shift stage not provided with a synchromesh mechanism).

  An object of the present invention is to provide a power transmission control device for a vehicle, which has good responsiveness regarding the synchronization of the rotational speed of the transmission input shaft at the time of shifting to a non-synchronized stage.

  The power transmission control device according to the present invention relates to an AMT, and as a transmission, a synchromesh mechanism includes a minimum speed stage having the largest reduction ratio and a maximum speed stage having the smallest reduction ratio among a plurality of speed stages. A synchromesh stage that is provided, and each of the remaining shift stages is a non-synchronized stage that is not provided with a synchromesh mechanism. Accordingly, the reduction ratio of one or more non-synchronized stages of the transmission is larger than the reduction ratio of the highest speed stage and smaller than the reduction ratio of the lowest speed stage.

  In the power transmission control device according to the present invention, when the shift stage to be realized is changed from any one of the plurality of shift stages and the neutral stage to the non-sync stage, It is necessary to reduce the rotational speed of the input shaft of the transmission in order to bring the rotational speed of the input shaft of the machine closer to the synchronous rotational speed corresponding to the speed of the vehicle in a state in which the gear stage after the shift is realized Or whether it needs to be increased. Typically, when the shift speed to be realized is changed from “any one shift speed among a plurality of shift speeds” to “non-synchronous speed”, this shift is changed to reduce the reduction ratio. It is determined which of the downshifts the reduction ratio increases.

  When it is determined that it is necessary to decrease (increase) the rotational speed of the input shaft of the transmission (typically, when it is determined that the shift is up (shift down)), the clutch torque is reduced to zero ( In addition, the power source driving torque is reduced to zero or a minute value), and the sleeve engaged with the idle gear of the gear stage before shifting is moved in the axial direction in a state where the clutch torque is maintained at zero. Thus, the engagement is released and a neutral stage is realized. Next, in the state where the neutral stage is realized and the clutch torque is maintained at zero, the sleeve corresponding to the highest speed stage (the lowest speed stage) is moved in the axial direction to synchronize the highest speed stage (the lowest speed stage). Is activated. As a result, the rotational speed of the input shaft of the transmission is reduced (increased) so as to approach (more preferably match) the “synchronous rotational speed”. Next, the sleeve corresponding to the gear stage after the shift is moved in the axial direction to engage the idle gear of the gear stage after the shift, and then the clutch torque (and the power source drive torque) increases from zero. Be made.

  In general, when shifting up, it is necessary to decrease the rotational speed in order to synchronize the rotational speed of the input shaft of the transmission. When shifting down, the rotational speed is synchronized to synchronize the rotational speed of the input shaft of the transmission. Need to increase speed. In the above configuration, in the case of upshifting to a non-synchronized stage, in order to reduce the rotational speed of the input shaft of the transmission, the “highest speed stage, which is a synchronized stage having a reduction ratio smaller than that of the non-synchronized stage after shifting” is synchronized. In order to increase the rotation speed of the input shaft of the transmission when the mesh mechanism is used to shift down to a non-synchronized stage, the "minimum speed stage that is a synchronized stage with a larger reduction ratio than the non-synchronized stage after shifting" The synchromesh mechanism is used. In other words, the synchromesh mechanism of the highest speed stage and the lowest speed stage, which are the synchromesh stages, is used as a means for reducing / increasing the rotational speed of the input shaft of the transmission when shifting to the non-synchronized stage.

  Generally, the responsivity related to the synchronization when the rotation speed of the transmission input shaft is synchronized using the synchromesh mechanism, the rotation speed of the transmission input shaft is determined using the driving torque of the internal combustion engine as described above. Higher than when synchronization is performed. Therefore, according to the above configuration, a configuration in which all of the plurality of shift speeds of the transmission are non-synchronous stages cannot be adopted, while the rotation speed of the transmission input shaft is synchronized when shifting to the non-synchronous stages. Therefore, it is possible to obtain a power transmission control device with good response.

1 is a schematic configuration diagram of a vehicle equipped with a vehicle power transmission control device according to an embodiment of the present invention. It is a schematic block diagram of the transmission shown in FIG. FIG. 3 is a first view schematically showing dog teeth of a sleeve and gear teeth of a gear piece shown in FIG. 2. FIG. 3 is a second view schematically showing the dog teeth of the sleeve and the gear teeth of the gear piece shown in FIG. 2. 3 is a graph showing a map defining “stroke-torque characteristics” for the clutch shown in FIG. 1. It is the graph which showed the map which prescribed | regulated the relationship between a vehicle speed and an accelerator opening degree, and a shift position. It is a flowchart which shows the flow of the process which concerns on the gear shift operation | movement when there exists a gear shift request | requirement. It is a flowchart which shows the detail of a process of step 730 of FIG. 5 is a time chart showing an example of a shift operation when there is a shift down request to a non-synchronized stage. 5 is a time chart showing an example of a shift operation when there is a request for upshifting to a non-synchronized stage. It is a figure corresponding to FIG. 1 of the vehicle carrying the power transmission control apparatus of the vehicle which concerns on the modification of embodiment of this invention.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a vehicle power transmission control device according to the present invention will be described with reference to the drawings.

(Constitution)
FIG. 1 shows a schematic configuration of a vehicle equipped with a power transmission control device (hereinafter referred to as “the present device”) according to an embodiment of the present invention. This vehicle includes an internal combustion engine as a power source and a so-called automated manual transmission (AMT) using a transmission and a clutch not including a torque converter.

  This vehicle includes an engine E / G, a transmission T / M, and a clutch C / D. E / G is one of well-known internal combustion engines, for example, a gasoline engine that uses gasoline as fuel and a diesel engine that uses light oil as fuel. The output shaft A1 of E / G is connected to the input shaft A2 of the transmission T / M via a flywheel F / W and a clutch C / D.

  The transmission T / M has a well-known existence that does not include a torque converter having a plurality of (for example, five) forward gears (shift positions), one reverse gear (shift position), and a neutral gear. One of the step transmissions. The T / M output shaft A3 is connected to the drive wheels of the vehicle via a differential D / F.

  As shown in FIG. 2, T / M includes a plurality of fixed gears G1i, G2i, G3i, G4i, and G5i, a plurality of idle gears G1o, G2o, G3o, G4o, and G5o, and a plurality of cylindrical sleeves S1. , S2 and S3. Each of the fixed gears G1i, G2i, G3i, G4i, and G5i is provided on the input shaft A2 so as not to be relatively rotatable, and corresponds to each of a plurality of traveling gears for forward movement. Each of the idle gears G1o, G2o, G3o, G4o, G5o is provided on the output shaft A3 so as to be relatively rotatable, and corresponds to each of a plurality of traveling gears for forward movement. Each of the idle gears G1o, G2o, G3o, G4o, and G5o is always meshed with the corresponding fixed gear, and dog teeth are provided on the side piece. Each of the sleeves S1, S2, and S3 is provided so as not to be rotatable relative to the output shaft A3 and relatively movable in the axial direction, and corresponds to fix the corresponding idle gear to the output shaft A3 so as not to be relatively rotatable. A dog tooth engageable with the dog tooth of the idle gear is provided.

  As shown in FIG. 2, among a plurality of T / M driving speeds (1st to 5th), the lowest speed stage (1st speed) with the largest reduction ratio and the highest speed stage (5 with the lowest reduction ratio) Each of the (speed) is a synchromesh stage provided with a “synchromesh mechanism including a synchronizer ring SNR”, and each of the remaining gear stages (second speed, third speed, and fourth speed) is provided with a synchromesh mechanism. There is no non-sync stage.

  FIG. 3 shows, as an example, the dog teeth of the sleeve S1 and the dog teeth of the pieces of the idle gears G1o and G2o. FIG. 4 shows an example of the dog teeth of the sleeve S2 and the idle gears G3o and G4o. The shape of the dog teeth of this piece is shown. As shown in FIGS. 3 and 4, the sleeve has a plurality of dog teeth (typically internal teeth) that are arranged at equal intervals in the circumferential direction and that extend in the axial direction, coaxially with the output shaft A3. Is formed. A plurality of dog teeth (typically external teeth) that are arranged at equal intervals in the circumferential direction at the same interval as the dog teeth of the sleeve and extend in the axial direction are coaxial with the output shaft A3. Is formed.

  In particular, teeth protruding in the axial direction from the side surface of the piece of the idle gear to the sleeve as dog teeth of the non-synchronous idle gear (G2o, G3o, G4o) (hereinafter referred to as "meshing teeth") And teeth that do not protrude (hereinafter referred to as “torque transmission teeth”) are alternately formed in the circumferential direction. Similarly, teeth projecting in the axial direction from the side surface of the sleeve toward the corresponding non-synchronous idle gear (G2o, G3o, G4o) as the dog teeth of the sleeve corresponding to the non-synchronized stage, The teeth that are not formed are alternately formed in the circumferential direction. Therefore, in the process of moving the sleeve in the axial direction from the neutral position (the N position, the position shown in FIGS. 3 and 4) toward the non-synchronous idler gear, the protruding dog teeth of the sleeve The axial end first enters between the meshing teeth adjacent in the circumferential direction of the idle gear. Thus, the protruding dog teeth of the sleeve engage only with the meshing teeth of the idle gear (thereby, the sleeve engages with the idle gear). Thereafter, the axial ends of the dog teeth of the sleeve (the protruding dog teeth and the non-projecting dog teeth) enter between the meshing teeth and the torque transmission teeth adjacent in the circumferential direction of the idle gear. . Thereby, each dog tooth of the sleeve is engaged with the meshing tooth and the torque transmission tooth of the idle gear (thereby, the sleeve is completely engaged with the idle gear). The engagement completion position of the sleeve corresponds to a position where the engagement length in the axial direction between the dog teeth of the sleeve and the torque transmission teeth of the idler gear reaches a predetermined value (> 0).

  In a state where each of the sleeves S1, S2, and S3 is not engaged with the corresponding idle gear, a neutral stage is realized. In a state where any one of the sleeves S1, S2, and S3 is engaged with the corresponding idle gear, a gear stage corresponding to the idle gear is realized.

  The change / setting of the T / M gear stage is executed by driving the sleeves S1, S2, S3 by the transmission actuator ACT2 (see FIG. 1) and controlling the axial positions of the sleeves S1, S2, S3. The The speed reduction ratio (ratio of the rotational speed Ni of the input shaft A2 to the rotational speed No of the output shaft A3) is adjusted by changing the gear position. Specifically, the “reduction ratio” of the “N” speed is represented by “number of teeth of GNo / number of teeth of GNi” (N: 1, 2, 3, 4, 5). The reduction ratio gradually decreases toward “5th gear”.

  The clutch C / D is a friction clutch disk having one of well-known configurations provided to rotate integrally with the input shaft A2 of the transmission T / M. More specifically, the clutch C / D (more precisely, the clutch disc) faces each other with respect to the flywheel F / W provided to rotate integrally with the output shaft A1 of the engine E / G. It is arranged coaxially. The axial position of the clutch C / D (more precisely, the clutch disc) with respect to the flywheel F / W can be adjusted. The axial position of the clutch C / D is adjusted by a clutch actuator ACT1 (see FIG. 1). The clutch C / D does not include a clutch pedal operated by the driver.

  Hereinafter, the amount of movement in the axial direction from the original position of the clutch C / D (the position where the clutch disk is farthest from the flywheel) in the joining direction (crimping direction) is referred to as a clutch stroke. When the clutch C / D is in the “original position”, the clutch stroke is “0”. As shown in FIG. 5, the maximum torque (clutch torque Tc) that can be transmitted by the clutch C / D is adjusted by adjusting the clutch stroke. In the state of “Tc = 0”, no power is transmitted between the output shaft A1 of the engine E / G and the input shaft A2 of the transmission T / M. This state is referred to as “divided state”. Further, in the state of “Tc> 0”, power is transmitted between the output shaft A1 and the input shaft A2. This state is called a “joined state”.

  This device includes an accelerator opening sensor S1 that detects an operation amount (accelerator opening) of the accelerator pedal AP, a shift position sensor S2 that detects the position of the shift lever SL, and a brake that detects whether or not the brake pedal BP is operated. A sensor S3, a rotational speed sensor S4 that detects the rotational speed of the output shaft A1 of the engine E / G, a rotational speed sensor S5 that detects the rotational speed of the input shaft A2 of the transmission T / M, and the clutch C / D A stroke sensor S6 for detecting the clutch stroke and a vehicle speed sensor S7 for detecting the speed (vehicle speed) of the vehicle are provided.

  The apparatus also includes an electronic control unit ECU. The ECU controls the actuators ACT1 and ACT2 based on information from the above-described sensors S1 to S6 and other sensors, etc., so that the C / D clutch stroke (accordingly, the clutch torque Tc), and , T / M shift speed is controlled. The ECU also controls the drive torque of the output shaft A1 of the E / G by controlling the fuel injection amount of the E / G (the opening of the throttle valve).

  Hereinafter, for convenience of explanation, the drive torque generated in the output shaft A1 by the combustion of E / G is referred to as “engine torque Te”. Te takes a positive value in the acceleration direction of the vehicle and takes a negative value in the deceleration direction. Te is normally adjusted (except during the shifting operation described later), based on the traveling state of the vehicle such as the accelerator opening and the vehicle speed.

  In this apparatus, when the shift lever SL is in a position corresponding to the “automatic mode” (for example, D range), a shift map (see FIG. 6) stored in the ROM in the ECU, the vehicle speed, the accelerator opening, etc. Is selected based on the traveling state of the vehicle (the speed to be selected / realized, hereinafter referred to as “requested speed”). For example, when the current vehicle speed is α and the current accelerator opening is β, “3rd speed” is selected as the required shift speed. On the other hand, when the shift lever SL is in a position corresponding to the “manual mode” (for example, M (manual) range), the required shift speed is selected based on the position of the shift lever SL.

  In the transmission T / M, the same shift speed as the required shift speed is usually realized. When the required shift speed is changed, it is determined that “shift request is present”. When it is determined that “shift is requested”, a T / M shift operation (operation when the gear position is changed) is performed. Hereinafter, the shift operation by this apparatus will be described in detail.

(Shift operation)
As described above, in the T / M used in this apparatus, each of the lowest speed stage (first speed) and the highest speed stage (fifth speed) is a synchro stage, and the remaining speed stages (second speed, third speed, (4th speed) is a non-synchronized stage. In the shift operation from any one of the first to fifth gears to the synchro gear (first or fifth gear), a shift shock (a sudden change in the longitudinal acceleration of the vehicle due to the shift) is suppressed. The rotation speed Ni of the T / M input shaft A2 is adjusted so as to approach (more preferably match) the “synchronous rotation speed” by the synchromesh mechanism of the synchromesh stage that is the speed stage after the shift. (In other words, Ni synchronization is performed).

  On the other hand, in the shifting operation from any one of the first to fifth gears to the non-synchronous gear (second gear, third gear, or fourth gear), something to replace the synchromesh mechanism in order to suppress shift shock. It is necessary to synchronize Ni using the above means.

  In this apparatus, when shifting to a non-synchronized stage (second speed, third speed, or fourth speed), Ni is synchronized using a synchromesh mechanism provided in the synchronized stage (first speed or fifth speed). In other words, the synchromesh mechanism of the lowest speed stage (first speed) and the highest speed stage (fifth speed), which are the synchro stages, is used as a means for reducing and increasing Ni during the shift to the non-synchronous stage. Hereinafter, this point will be described in detail with reference to the flowcharts shown in FIGS. 7 and 8 and the time charts shown in FIGS.

  FIG. 7 shows a flow of a process related to a shift operation that is executed by a command from the ECU (specifically, a CPU in the ECU) when it is determined that “shift request is present”. FIG. 9 shows an example of a shift operation when it is determined that “shift required” in downshifting (shifting with an increased reduction ratio) to a non-synchronous stage (second speed, third speed, or fourth speed). FIG. 10 shows an example of a speed change operation when it is determined that “shift required” for upshifting to a non-synchronous stage (shift where the reduction ratio decreases). Hereinafter, first, the example shown in FIG. 9 will be described with reference to the flowcharts shown in FIGS.

  In the example shown in FIG. 9 (shift down), the “automatic mode” (D range) is selected and maintained by the shift lever SL, and the vehicle is traveling at the 3rd speed (accelerating) before time t1, and at time t1. An example in the case where a “shift request from the third speed to the second speed” is generated is shown. Prior to time t1, the engine torque Te is maintained at a large positive value (a value in the large acceleration direction), the clutch torque Tc is maintained at a value sufficiently larger than Te (for example, the maximum value Tmax), and the input shaft A2 The rotational speed Ni is maintained at “the third synchronous rotational speed”, the sleeve S1 is located at the N position, and the sleeve S2 is located at the third gear meshing completion position.

  When a “shift request from the third speed to the second speed” occurs at time t1, the process shown in FIG. 7 is started, and Tc and Te are reduced to zero (step 710). Here, “Te = 0” means that the engine E / G is in an idling state. As a result, in the example shown in FIG. 9, Tc and Te decrease toward zero after time t1.

  When Tc and Te reach zero at time t2, the pre-shift meshing sleeve is moved to the N position in a state where Tc and Te are maintained at zero (clutch C / D is disconnected) (step in FIG. 7). 720). Here, the “pre-shift meshing sleeve” refers to a sleeve that is engaged with the idle gear of the shift stage that is realized before the shift. As a result, in the example shown in FIG. 9, the sleeve S2 moves from the third gear meshing completion position toward the N position after the time t2. Tc and Te are still maintained at zero. The neutral stage is realized by moving the sleeve S2 to the N position.

  When the sleeve S2 reaches the N position at time t3, Ni is synchronized using the synchromesh mechanism in the synchromesh stage (step 730 in FIG. 7). Specifically, as shown in FIG. 8, when the gear position after the shift is a synchro stage (No in step 810), Ni is synchronized using the synchromesh mechanism of the gear stage after the shift. (Step 820). Since the detailed operation in this respect is the same as the conventional one, the detailed description is omitted. On the other hand, when the shift stage after the shift is a non-synchronous stage (Yes in Step 810), when the shift is up (Yes in Step 830), the synchromesh mechanism of the highest speed stage (5th speed) (specifically, Is synchronized using the synchronizer ring SNR5 (see FIG. 2) (step 840), and at the time of downshifting (No in step 830), the synchromesh mechanism of the lowest gear (first gear) ( Specifically, Ni synchronization is performed using synchronizer ring SNR1, see FIG. 2 (step 850). As a result, in the example shown in FIG. 9 (shift down), after time t3, the sleeve S1 is moved from the N position to “the end of the sleeve S1 in the axial direction is engaged with the SNR1 and the first-speed idler gear G1o. It moves toward “a position that does not engage with the piece” (hereinafter referred to as an “operation position of SNR1”). Tc and Te are still maintained at zero.

  When the sleeve S1 reaches the “operation position of SNR1” at time t4, the operation of SNR1 is started, and Ni increases from “3-speed synchronous rotation speed” toward “2-speed synchronous rotation speed”. To go. When Ni reaches “2nd synchronous rotation speed”, Ni synchronization is achieved.

  When Ni reaches “second synchronous rotation speed” at time t5, the post-shift meshing sleeve is moved toward the mesh completion position of the post-shift gear stage (step 740 in FIG. 7). Here, the “post-shift meshing sleeve” refers to a sleeve that engages with the idle gear of the shift stage that is realized in the stage after the shift. As a result, in the example shown in FIG. 9, after time t5, the sleeve S1 moves from the “operation position of SNR1” toward the meshing completion position of the second speed. Thereafter, the second speed is realized by moving the sleeve S1 to the second gear meshing completion position.

  When the sleeve S1 reaches the second gear meshing completion position at time t6, Te and Tc are increased and returned (step 750 in FIG. 7). In the example shown in FIG. 9, Te increases from zero to “a value corresponding to the accelerator opening” after time t6, and Tc increases from zero toward “a value before time t1”. When the increase and return of Te and Tc are completed at time t7, all the processes related to the current shifting operation are completed.

  Next, the example (shift up) shown in FIG. 10 will be described. In the example shown in FIG. 10, the “automatic mode” (D range) is selected and maintained by the shift lever SL, and the vehicle is traveling at the 3rd speed (accelerating) before the time t1, and the “3rd speed at the time t1”. An example of the case where a "shift request from 4th to 4th" occurs is shown. Times t1 to t7 in FIG. 10 correspond to times t1 to t7 in FIG. 9, respectively. The state before time t1 in FIG. 10 is the same as the example shown in FIG.

  When a “shift request from the third speed to the fourth speed” is generated at time t1, Tc and Te decrease toward zero.

  When Tc and Te reach zero at time t2, the sleeve S2 moves from the third gear meshing completion position toward the N position. Tc and Te are still maintained at zero. The neutral stage is realized by moving the sleeve S2 to the N position.

  When the sleeve S2 reaches the N position at the time t3, the sleeve S3 moves from the N position to “the axial end of the sleeve S3 engages with the SNR5 and engages with the piece of the 5-speed idler gear G5o. It moves toward the “not-performed position” (hereinafter referred to as “the operating position of SNR 5”). Tc and Te are still maintained at zero.

  When the sleeve S3 reaches the “operation position of SNR5” at time t4, the operation of SNR5 is started, and Ni decreases from “3-speed synchronous rotation speed” toward “4-speed synchronous rotation speed”. To go. When Ni reaches “four-speed synchronous rotation speed”, Ni synchronization is achieved.

  When Ni reaches “fourth-speed synchronous rotation speed” at time t5, the sleeve S2 moves from the N position toward the fourth-speed meshing completion position. Thereafter, the fourth speed is realized by moving the sleeve S2 to the fourth gear meshing completion position.

  When the sleeve S2 reaches the fourth gear meshing completion position at time t6, Te increases from zero to “a value corresponding to the accelerator opening”, and Tc changes from zero to “a value before time t1”. It will increase towards. When the increase and return of Te and Tc are completed at time t7, all the processes related to the current shifting operation are completed.

  As described above, according to the present apparatus, when shifting up to the non-synchronous stage, in order to reduce Ni, the “highest speed stage (5-speed) that is a synchronized stage having a reduction ratio smaller than the non-synchronized stage after the shift” A synchromesh mechanism is used. On the other hand, in the case of downshifting to a non-synchronous stage, in order to increase Ni, a synchromesh mechanism of “the lowest speed stage (first speed) that is a synchronized stage having a larger reduction ratio than the non-synchronous stage after shifting” is utilized. The In other words, the synchromesh mechanism of the highest speed stage (5th speed) and the lowest speed stage (1st speed), which are the synchro stages, is used as a means for reducing and increasing Ni during the shift to the non-synchronous stage.

  Here, in general, the responsivity related to the synchronization when the rotational speed of the transmission input shaft is synchronized using the synchromesh mechanism is the driving torque of the internal combustion engine as described in the section of the “Outline of the Invention” above. This is higher than the case where the rotational speed of the transmission input shaft is synchronized using. Therefore, according to this apparatus, instead of adopting a configuration in which all of the plurality of shift speeds (1st to 5th speeds) of the T / M are non-synchronized speeds, the non-synchronized speed (2nd speed or 3rd speed) is not adopted. Alternatively, it is possible to obtain a power transmission control device with good responsiveness regarding Ni synchronization at the time of shifting to (4th speed).

  The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention. For example, in the above embodiment, all of the idle gears G1o, G2o, G3o, G4o, G5o and all of the sleeves S1, S2, S3 are provided on the output shaft A3 (see FIG. 2). Some or all of the rolling gears G1o, G2o, G3o, G4o, G5o and some or all of the sleeves S1, S2, S3 may be provided on the input shaft A2.

  In the above embodiment, “control when shifting up or down from a driving gear stage (excluding a neutral gear) to a non-synchronous gear” is also applied to “when shifting from a neutral gear to a non-synchronous gear”. Can be applied. That is, in this case, when the rotational speed Ni in the neutral stage state is higher than the “synchronous rotational speed”, “control in the case of upshifting from the driving gear stage to the non-synchronous stage” can be applied. Similarly, when the rotational speed Ni in the neutral stage state is smaller than the “synchronous rotational speed”, “control in the case of downshifting from the traveling gear stage to the non-synchronous stage” can be applied.

  Further, in the above embodiment, when Ni is synchronized, the rotational speed Ni is adjusted so as to approach (more preferably match) the “synchronous rotational speed”, but the rotational speed Ni is “synchronous rotational speed”. ”May be adjusted so as to approach (more preferably match) a rotational speed shifted by a predetermined rotational speed.

  In the above-described embodiment, all of the plurality of shift speeds (1st to 5th speeds) included in the T / M are shift speeds that can actually be selected when the vehicle travels. In other words, the lowest gear (first gear) is the gear having the largest reduction ratio among the plurality of gears that can actually be selected when the vehicle is running, and the highest gear (fifth) is the vehicle speed. This is the gear position having the smallest reduction ratio among the plurality of gear speeds that can be actually selected during travel.

  On the other hand, all the gear speeds except the lowest gear speed and the highest gear speed among the plurality of gear speeds of the transmission are gear speeds that can actually be selected when the vehicle travels, and the lowest gear speed and the highest gear speed stage. May be a gear stage that cannot actually be selected when the vehicle is traveling. In other words, the lowest gear is a gear having a larger speed reduction ratio than the gear having the largest reduction ratio (corresponding to the first speed in the above embodiment) among the plurality of speeds that can be selected when the vehicle is traveling. The highest speed stage is a speed stage having a speed reduction ratio smaller than that of the speed ratio having the smallest speed reduction ratio (corresponding to the fifth speed in the above embodiment) among a plurality of speed speed stages that can be actually selected when the vehicle is traveling. Also good.

  In addition, in the above embodiment, the engine E / G is used as a power source of the vehicle (see FIG. 1), but an electric motor M / G is used instead of the engine E / G as the power source of the vehicle. May be. Further, as shown in FIG. 11, both an engine E / G and an electric motor M / G may be used as a power source for the vehicle. In the example shown in FIG. 11, the M / G output shaft is connected to the T / M input shaft A2 (IN connection), and the M / G output shaft is connected to the T / M output shaft A3. An “IN-OUT switching mechanism” that selectively realizes the configuration (OUT connection) is provided.

  T / M ... transmission, E / G ... engine, C / D ... clutch, A1 ... engine output shaft, A2 ... transmission input shaft, A3 ... transmission output shaft, ACT1 ... clutch actuator, ACT2 ... speed change Actuator, ECU ... Electronic control unit

Claims (5)

A power transmission system is formed between the input shaft and the output shaft, and an input shaft for inputting power from an output shaft of a power source of the vehicle and an output shaft for outputting power to the drive wheels of the vehicle. In addition, a plurality of predetermined shift stages having different reduction ratios, which are ratios of the rotational speed of the input shaft to the rotational speed of the output shaft, and a neutral in which a power transmission system is not formed between the input shaft and the output shaft A transmission without a torque converter,
A clutch that is interposed between an output shaft of the power source and an input shaft of the transmission and that can adjust a clutch torque that is a maximum value of torque that can be transmitted by the clutch;
A first actuator for controlling the clutch and adjusting the clutch torque;
A second actuator for controlling the transmission to change a shift speed realized from the plurality of shift speeds and the neutral speed;
Control means for controlling the power source driving torque, which is the driving torque of the output shaft of the power source, the clutch torque, the first actuator, and the second actuator, based on the running state of the vehicle;
A vehicle power transmission control device comprising:
The transmission is
A plurality of fixed gears, each of which is provided on the input shaft or the output shaft of the transmission so as not to be relatively rotatable, and each of which corresponds to each of the plurality of shift stages;
Each is provided so as to be relatively rotatable with respect to the input shaft or the output shaft of the transmission, and each of the gears corresponds to each of the plurality of gears and is always meshed with a fixed gear of the corresponding gear, and on each side surface. A plurality of idle gears provided with dog teeth;
Each of the input shaft and the output shaft of the transmission is provided on the corresponding shaft provided with the corresponding one or more idle gears so as not to be rotatable relative to each other and movable in the axial direction. A plurality of sleeves having dog teeth engageable with the dog teeth of the corresponding idle gear to fix the corresponding idle gear to the corresponding shaft so as not to be relatively rotatable;
With
Of the plurality of shift speeds, the lowest speed stage having the largest reduction ratio and the highest speed stage having the smallest reduction ratio each have a synchronizer ring including a synchronizer ring between the corresponding idle gear and the corresponding sleeve. Each of the shift speeds other than the lowest speed stage and the highest speed stage among the plurality of shift speeds is a non-synchronous speed not provided with the synchromesh mechanism;
The neutral stage is realized in a state where all of the plurality of sleeves are not engaged with any of the idle gears, and any one of the plurality of sleeves is engaged with the corresponding one of the idle gears. A shift stage corresponding to the corresponding one idle gear among the plurality of shift stages is realized,
The shift stage to be realized is changed by the second actuator controlling the axial position of each of the plurality of sleeves,
The control means includes
When a shift request is generated based on the running state of the vehicle, the shift stage to be realized is changed based on the shift request,
The control means includes
When changing the realized shift speed from any one of the plurality of shift speeds and the neutral speed to the non-synchronous speed, this speed change changes the rotational speed of the input shaft of the transmission. Determining whether the rotational speed of the input shaft of the transmission needs to be reduced or increased in order to approach the synchronous rotational speed corresponding to the speed of the vehicle in a state where a subsequent gear stage is realized And
When it is determined that it is necessary to reduce the rotational speed of the input shaft of the transmission, the sleeve corresponding to the highest speed stage is provided in the state where the neutral stage is realized and the clutch torque is maintained at zero. By moving the synchromesh mechanism of the highest speed stage by moving in the axial direction, the rotational speed of the input shaft of the transmission is reduced so as to approach the synchronous rotational speed, and then the speed stage after the shift is changed. The corresponding sleeve is moved in the axial direction to be engaged with the idle gear of the gear stage after the shift, and then the clutch torque is increased from zero,
When it is determined that the rotational speed of the input shaft of the transmission needs to be increased, the sleeve corresponding to the lowest speed stage is provided in the state where the neutral stage is realized and the clutch torque is maintained at zero. The rotational speed of the input shaft of the transmission is increased so as to approach the synchronous rotational speed by moving in the axial direction and operating the synchromesh mechanism of the lowest speed stage, and then to the speed stage after the speed change. A power transmission control device for a vehicle, wherein the corresponding sleeve is moved in the axial direction to be engaged with the idle gear of a gear stage after a shift, and then the clutch torque is increased from zero. The power transmission control device for a vehicle according to claim 1,
The control means includes
When the shift speed to be realized is changed from any one of the plurality of shift speeds to the non-synchronization speed, the shift is shifted up and the reduction ratio is increased. To determine which of the downshifts
If it is determined that the shift is up, the clutch torque is reduced to zero, and the sleeve engaged with the idle gear of the gear stage before the shift is maintained in a state where the clutch torque is maintained at zero. The neutral stage is realized by releasing the engagement by moving in the direction, and the sleeve corresponding to the highest speed stage is pivoted in the state where the neutral stage is realized and the clutch torque is maintained at zero. The rotational speed of the input shaft of the transmission is reduced so as to approach the synchronous rotational speed by moving in the direction and operating the synchromesh mechanism of the highest speed stage, and then corresponds to the speed stage after the speed change. The sleeve is moved in the axial direction to engage with the idle gear of the gear stage after the shift, and then the clutch torque is set to zero. Is configured increasing,
When it is determined that the gear is downshifted, the clutch torque is reduced to zero, and the sleeve engaged with the idle gear of the gear stage before the shift is maintained in a state where the clutch torque is maintained at zero. The neutral stage is realized by releasing the engagement by moving in the direction, and the sleeve corresponding to the lowest speed stage is pivoted in the state where the neutral stage is realized and the clutch torque is maintained at zero. The rotational speed of the input shaft of the transmission is increased to approach the synchronous rotational speed by moving in the direction and operating the synchromesh mechanism of the lowest speed stage, and then corresponds to the speed stage after the speed change. The sleeve is moved in the axial direction to engage with the idle gear of the gear stage after the shift, and then the clutch torque is set to zero. Configured to increase to the power transmission control device for a vehicle. In the vehicle power transmission control device according to claim 1 or 2,
The control means includes
When the rotational speed of the input shaft of the transmission is reduced to be close to the synchronous rotational speed by operating the synchromesh mechanism at the highest speed stage, the rotational speed of the input shaft of the transmission is reduced to the synchronous rotational speed. Configured to decrease to match the rotational speed deviated from the speed by a predetermined rotational speed,
When the rotational speed of the input shaft of the transmission is increased to be close to the synchronous rotational speed by operating the synchromesh mechanism of the lowest speed stage, the rotational speed of the input shaft of the transmission is set to the synchronous rotational speed. A vehicle power transmission control device configured to increase so as to coincide with a rotational speed deviated from a speed by a predetermined rotational speed. The power transmission control device for a vehicle according to any one of claims 1 to 3,
All of the plurality of gears are gears that can be selected when the vehicle is running.
The lowest gear is a gear having the largest reduction ratio among a plurality of gears that can be selected when the vehicle is traveling, and the highest gear is a plurality of gears that can be selected when the vehicle is traveling. A power transmission control device for a vehicle, wherein the speed reduction ratio is the smallest. The power transmission control device for a vehicle according to any one of claims 1 to 3,
All the speeds except the lowest speed and the highest speed among the plurality of speeds are gears that can be selected when the vehicle is running, and the lowest speed and the highest speed are when the vehicle is running. A gear that cannot be selected,
The lowest speed stage is a speed stage in which the speed reduction ratio is larger than the speed stage having the largest speed reduction ratio among a plurality of speed stages that can be selected when the vehicle travels, and the speed stage is the travel speed of the vehicle. A power transmission control device for a vehicle, wherein the speed reduction gear is a gear having a smaller speed reduction ratio than a gear having the smallest speed reduction ratio among a plurality of speeds that can be selected at times.

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