WO2014147918A1 - Vehicle transmission control device - Google Patents

Vehicle transmission control device Download PDF

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Publication number
WO2014147918A1
WO2014147918A1 PCT/JP2013/085081 JP2013085081W WO2014147918A1 WO 2014147918 A1 WO2014147918 A1 WO 2014147918A1 JP 2013085081 W JP2013085081 W JP 2013085081W WO 2014147918 A1 WO2014147918 A1 WO 2014147918A1
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WO
WIPO (PCT)
Prior art keywords
learning
shift
rotational speed
vehicle
motor
Prior art date
Application number
PCT/JP2013/085081
Other languages
French (fr)
Japanese (ja)
Inventor
良平 豊田
Original Assignee
日産自動車株式会社
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Publication date
Priority to JP2013-054600 priority Critical
Priority to JP2013054600 priority
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Publication of WO2014147918A1 publication Critical patent/WO2014147918A1/en

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00Electrodynamic brake systems for vehicles in general
    • B60L7/10Dynamic electric regenerative braking
    • B60L7/18Controlling the braking effect
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11Stepped gearings
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00External control of clutches
    • F16D48/06Control by electric or electronic means, e.g. of fluid pressure
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36Inputs being a function of speed
    • F16H59/38Inputs being a function of speed of gearing elements
    • F16H59/42Input shaft speed
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04Smoothing ratio shift
    • F16H61/06Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H63/00Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50Signals to an engine or motor
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/10Vehicle control parameters
    • B60L2240/12Speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/42Drive Train control parameters related to electric machines
    • B60L2240/421Speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/48Drive Train control parameters related to transmissions
    • B60L2240/486Operating parameters
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/10System to be controlled
    • F16D2500/108Gear
    • F16D2500/1081Actuation type
    • F16D2500/1085Automatic transmission
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/30Signal inputs
    • F16D2500/304Signal inputs from the clutch
    • F16D2500/3041Signal inputs from the clutch from the input shaft
    • F16D2500/30415Speed of the input shaft
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/30Signal inputs
    • F16D2500/308Signal inputs from the transmission
    • F16D2500/3081Signal inputs from the transmission from the input shaft
    • F16D2500/30816Speed of the input shaft
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/30Signal inputs
    • F16D2500/316Other signal inputs not covered by the groups above
    • F16D2500/3165Using the moment of inertia of a component as input for the control
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/50Problem to be solved by the control system
    • F16D2500/502Relating the clutch
    • F16D2500/50236Adaptations of the clutch characteristics, e.g. curve clutch capacity torque - clutch actuator displacement
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/702Look-up tables
    • F16D2500/70205Clutch actuator
    • F16D2500/70211Force
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/702Look-up tables
    • F16D2500/70252Clutch torque
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/706Strategy of control
    • F16D2500/70605Adaptive correction; Modifying control system parameters, e.g. gains, constants, look-up tables
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36Inputs being a function of speed
    • F16H2059/363Rate of change of input shaft speed, e.g. of engine or motor shaft
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04Smoothing ratio shift
    • F16H61/06Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • F16H2061/064Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means for calibration of pressure levels for friction members, e.g. by monitoring the speed change of transmission shafts
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H2342/00Calibrating
    • F16H2342/04Calibrating engagement of friction elements
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/64Electric machine technologies for applications in electromobilty
    • Y02T10/642Control strategies of electric machines for automotive applications
    • Y02T10/645Control strategies for dc machines
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7258Optimisation of vehicle performance
    • Y02T10/7275Desired performance achievement

Abstract

The purpose of the present invention is to provide a vehicle transmission control device that detects the relationship of the transmission torque to the pressing force of a joining element when rotation rate control is performed in a motor, enabling learning of the relationship of the transmission torque to the pressing force. The vehicle transmission control device is characterized in that, during learning control by a learning control unit for learning the relationship between the transmission torque and the pressing force in the engagement clutch (83) which acts as a joining element in an automatic transmission (3), a gear change controller (21) for controlling gear changes in the automatic transmission (3) is provided with a differential rotation control unit (configuration for executing the processing in fig. 5) for controlling a rotation rate, when the engagement clutch (83) is joined, using an input rotation rate o­­f the engagement clutch (83) with a pre-set learning differential rotation (dNmo2) applied as a target rotation rate (tNmo2) of a motor generator (MG) for the post-gear-change motor rotation rate (afNmo2) serving as the output rotation rate after the gear change of the engagement clutch (83). ­

Description

Vehicle shift control device

The present invention relates to a shift control device for a vehicle that performs a shift by driving an actuator in accordance with a shift control of a transmission provided in a drive system to switch a fastening element between a fastening state and an open state.

Conventionally, when the fastening element of the transmission provided in the drive transmission system from the prime mover to the drive wheel is fastened, the rotational speed of the prime mover is controlled to synchronize the input rotational speed of the fastening element with the output rotational speed after the shift. There is known a shift control device for a vehicle as described above (for example, see Patent Document 1).
In this prior art, the rotational speed of the drive motor is controlled and the input speed of the transmission is increased by changing the input speed of the transmission to the output speed after the shift in the transitional transition period from the high gear stage to the low gear stage. The fastening elements are fastened at the synchronized timing.

JP 2010-202124 A

In the above-described fastening element, the transmission torque with respect to the pressing force of the actuator varies due to variations in manufacturing accuracy and assembly accuracy and wear due to aging. Such variations can be detected and corrected so that the transmission torque with respect to the pressing force is detected and the relationship becomes an ideal characteristic set in advance.
However, as described above, since the device that synchronizes the input / output rotation of the fastening element by controlling the rotational speed of the prime mover cannot detect the relationship of the transmission torque to the pressing force in the fastening element, the relationship of the transmission torque to the pressing force is learned. It was difficult to correct.

The present invention has been made paying attention to the above problem, and when performing the rotational speed control of the prime mover, the relationship of the transmission torque to the pressing force of the fastening element is detected, and the relationship of the transmission torque to the pressing force is learned. An object of the present invention is to provide a shift control device for a vehicle that enables the vehicle.

In order to achieve the above object, according to the present invention, the shift controller that performs the shift control of the transmission is configured such that when the learning control unit learns the relationship between the pressing force and the transmission torque in the engagement element of the transmission, the engagement element When the engine is engaged, a rotational speed obtained by giving a preset differential rotation for learning to the input rotational speed of the fastening element with respect to the output rotational speed of the fastening element after shifting is set as the target rotational speed of the prime mover. A speed change control device for a vehicle is provided, which includes a differential rotation control unit for controlling the rotation speed.

In the present invention, when the learning control unit performs learning control at the time of shifting of the transmission, the differential rotation control unit determines whether the input rotation speed of the fastening element and the output rotation speed after the shift are The target rotational speed of the prime mover is controlled so as to form a preset differential rotation for learning in between.
In this case, the fastening element can be switched from the state where the differential rotation for learning has occurred to the synchronously rotated state by the transmission torque generated by the pressing force in the fastening direction of the actuator. Therefore, the learning control unit can learn the relationship between the pressing force and the transmission torque in the fastening element.

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, Comprising: It is sectional drawing of the principal part. FIG. 4B is a plan view looking down from above in FIG. 4A for illustrating the operation of an engagement clutch as an engagement element provided in the drive system of the transmission control apparatus for a vehicle according to Embodiment 1; Shows the state. FIG. 4A is a plan view looking down from above in FIG. 4A for illustrating the operation of an engagement clutch as a fastening element provided in the drive system of the transmission control apparatus for a vehicle according to the first embodiment, showing the way of synchronization. Yes. FIG. 4B is a plan view looking down from above in FIG. 4A for illustrating the operation of an engagement clutch as a fastening element provided in the drive system of the transmission control apparatus for a vehicle according to the first embodiment, showing the end of synchronization. ing. In the configuration for executing the rotational speed control executed by the speed change controller of the vehicle speed change control device according to the first embodiment, the target rotational speed determination process and the learning control execution determination process executed with or without the execution of the learning control. It is a flowchart which shows the flow of a process of the structure which performs this. 3 is a flowchart showing details of target speed determination processing executed by a speed change controller of the vehicle speed control apparatus of Embodiment 1; 3 is a flowchart showing a flow of a learning control process executed by a speed change controller of the speed change control device for a vehicle according to the first embodiment. FIG. 6 is a characteristic explanatory diagram of a change in characteristics of a pressing force and a transmission torque by learning control in the transmission control apparatus for a vehicle according to the first embodiment. It is a schematic diagram of the characteristic change of pressing force and transmission torque by learning control in the transmission control apparatus for a vehicle in the first embodiment. 3 is a time chart illustrating an operation example during a downshift during deceleration of the speed change control device for a vehicle according to the first embodiment. FIG. 5 is a system configuration diagram illustrating a drive system configuration of an electric vehicle to which a vehicle speed change control device according to a second embodiment is applied. 6 is a time chart illustrating an operation example during an upshift during acceleration of the vehicle speed control device of the second embodiment. 6 is a time chart illustrating an operation example during upshifting during deceleration of the vehicle speed control device of the second embodiment. FIG. 6 is a system configuration diagram illustrating a drive system configuration of an electric vehicle to which a vehicle shift control device of a third embodiment is applied. 12 is a time chart illustrating an operation example during a downshift during deceleration of the transmission control device for a vehicle according to the third embodiment. 10 is a time chart showing an operation example during an upshift during acceleration of the vehicle speed control device of the third embodiment. 10 is a time chart showing an example of an operation at the time of an upshift during deceleration of the transmission control device for a vehicle according to the third embodiment. 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 with reference to 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.

The 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 the transmission input shaft 6 of the 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. The engagement clutch 83 is configured to release. 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 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). Each of the controllers 21, 28, and 30 is configured by an electronic control device that includes a signal processing device.

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.

The 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.

Then, when the coupling sleeve 86 is in the engaged position where both the clutch gear 84 and the outer peripheral clutch teeth of the clutch hub 85 are engaged 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 FIGS. 4A to 4D.
The coupling sleeve 86 is supported so as to be movable 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). ing. 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 be engaged 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 formed 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. Then, the coupling sleeve 86 and the clutch gear 84 are synchronously rotated and fastened by a frictional force generated between the synchronizer ring 87 and the cone portion 84b.

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

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. 4B. 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 facing each other in the axial direction as shown in FIG. 4B.

When the coupling sleeve 86 further moves in the axial direction from this index state, both chamfer portions 87b and 86b come into contact as shown in FIG. 4C, and the synchronizer ring 87 further pushes the cone portion 84b to generate a friction torque. As a result, the synchronizer ring 87 and the coupling sleeve 86 are synchronized with the clutch gear 84.

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 synchronization mechanism is provided between the gear 81 and the clutch hub 85, and moves relative to the input side and the output side of the engagement clutch 83 as the coupling sleeve 86 moves in the axial direction. In this configuration, the input side and the output side are rotated synchronously by the frictional force generated. 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.

As shown in FIG. 2, motor generator MG is subjected to power running control or regenerative control by motor controller 28 that receives a command output from 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.

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).

(Configuration of learning control unit)
In addition to the above-described shift control, the shift controller 21 shown in FIGS. 1 and 2 performs learning control for performing learning control of the relationship between the pressing force by the electric actuators 41 and 42 and the transmission torque in the engagement clutch 83 and the friction clutch 93. Department. Further, the shift controller 21 executes an execution determination process for determining whether or not to perform the learning control. When the learning control is performed, the clutches 83 and 93 are engaged. A differential rotation for learning, which will be described later, is formed between the two sides. The first embodiment is characterized in that when the learning control is performed, the rotational speed control of the motor generator MG is executed so as to form this differential rotation for learning. Below, each control is demonstrated in detail.

(Learning control execution determination process)
FIG. 5 shows the target rotational speed determination process and the learning control that are executed in accordance with whether or not the learning control is executed in the configuration in which the rotational speed control is executed by the speed change controller 21 of the vehicle speed control apparatus of the first embodiment. It is a flowchart which shows the flow of a process of the structure which performs a determination process.
In step S101, which is the first step of this process, shift determination is performed. When shifting is performed, the process proceeds to step S102, and when shifting is not performed, step S101 is repeated. This shift determination is made when the vehicle speed V or the requested motor torque crosses the shift line based on the shift map shown in FIG.

Returning to FIG. 5, in step S <b> 102 which proceeds when the shift determination is made, it is determined whether or not the shift determination is made in accordance with the operation of the driver. That is, the learning control is not performed when the shift determination is made according to the driver's operation. Therefore, when it is determined in step S102 that the shift is not accompanied by a driver operation, the process proceeds to step S103 for performing learning control. On the other hand, if it is determined in step S102 that the operation is accompanied by a driver operation, the process proceeds to step S108, and the process proceeds to the next step S109 without performing learning control. Note that, in step S109, which is performed when the learning control is not performed, the synchronization process is executed, and then one process is ended (END).

In this synchronous control, the target rotation speed tNmo2 of the motor generator MG is used for each clutch 83, 93 as a fastening element, and the motor rotation speed after shifting is such that the input rotation speed is the motor rotation speed that is the output rotation speed after shifting. Control is performed so that the number becomes afNmo2. Therefore, in the engagement clutch 83 and the friction clutch 93 as the engagement elements, the rotation speed of the motor rotation speed Nmo2 is controlled so that the input rotation speed is synchronized with the output rotation speed when engaged.
Note that the determination as to whether or not the speed change is associated with the driver operation is specifically when the change rate of the accelerator opening is equal to or less than a preset threshold value dTH and is not a shift determination based on a shift operation. It is determined that the shift is not caused by a driver operation.

Here, explanation is added about how to obtain the rate of change of the accelerator opening.
The current accelerator opening change rate is calculated by the following equation (1).
Current accelerator opening change rate = (accelerator opening thnow-t before current accelerator opening thnow-t time) / t time (1)
In steps S103 to S106 that proceed when the speed change is not accompanied by a driver operation, before the learning control is performed, the learning clutch, which will be described later, is connected between the input side and the output side of the clutch to be engaged among the clutches 83 and 93. A process for generating the differential rotation dNmo2 is executed. That is, in step S103, the target rotation speed tNmo2 of the motor generator MG for forming the learning differential rotation dNmo2 between the input side and the output side of the engagement element (the engagement target of both clutches 83 and 84) is determined. Then, the process proceeds to step S104. A specific example of the process for determining the target rotation speed tNmo2 in step S103 will be described later.

In the subsequent step S104, the inertia phase start determination is performed. When the inertia phase start determination is made, the process proceeds to step S105, and when the inertia phase non-start determination is made, the determination in step S104 is repeated.
Here, the “inertia phase” is one of phases that occur in the course of shifting, and is a phase that executes control of the transmission input rotational speed. Therefore, the inertia phase starts when the clutch 83, 93 that has been engaged is released.

In step S105 that proceeds when the inertia phase start determination is made, the rotational speed control, that is, the rotational speed control that sets the motor rotational speed Nmo2 as the target rotational speed tNmo2 is performed, and the process proceeds to step S106. Further, in step S106, it is determined whether or not the motor rotational speed Nmo2 has reached the target rotational speed tNmo2 determined in step S103. If the motor rotational speed Nmo2 has reached the target rotational speed tNmo2, the process proceeds to step S107, and the target rotational speed tNmo2 is reached. If not, the determination in step S106 is repeated.

Then, in step S107 that proceeds when the motor rotational speed Nmo2 reaches the target rotational speed tNmo2, the learning control is performed, and then one process is ended (END). A specific example of learning control will be described later.
As described above, in step S102 corresponding to the learning control execution determination unit, when a shift determination is made, it is determined that the learning control is performed when the determination is not accompanied by a driver operation, and the driver operation is performed. In this case, it is determined that the learning control is not performed.
Further, in the rotational speed control of the motor generator MG accompanying the shift, when the learning control is not performed, the target rotational speed tNmo2 is set as the synchronous rotational speed (S109). On the other hand, when the learning control is performed, the target rotation speed tNmo2 is set to a rotation speed that forms a differential rotation for learning in the fastening element (S103).
Further, when the learning control is performed, the motor rotation speed Nmo2 is controlled toward the target rotation speed tNmo2 in accordance with the inertia phase start determination, and the learning control is executed when the target rotation speed tNmo2 is reached.

(Target speed setting)
Next, the flow of processing for setting the target rotational speed tNmo2 in step S103 will be described with reference to the flowchart of FIG.
This target rotation speed tNmo2 is set so as to have a learning differential rotation dNmo2 with respect to the post-shift motor rotation speed afNmo2. Therefore, first, in the first step S201, the target rotational speed calculation execution determination is performed. When the target rotational speed calculation execution determination is made, the process proceeds to step S202, and when the calculation non-execution determination is made, step S201 is repeated. In addition, this target rotational speed calculation execution determination is determined as the execution of the calculation when it is determined YES in step S102 (see FIG. 5).

In step S202, it is determined whether or not the shift determined in step S101 is an upshift. If it is an upshift, the process proceeds to step S203. If it is not an upshift, that is, if it is a downshift, the process proceeds to step S206.

In step S203 which proceeds in the case of upshifting, it is determined whether or not the motor torque Tmo2 at the time of shifting determination (determination in S101) is greater than zero. That is, it is determined whether or not it is in a power running state. If it is greater than 0 (power running), the process proceeds to step S204, and if it is 0 or less (regeneration), the process proceeds to step S205.

In steps S204 and S205, a learning differential rotation dNmo2 used to calculate the target rotational speed tNmo2 is calculated, and the process proceeds to step S209, where the target rotational speed tNmo2 is calculated using the learning differential rotation dNmo2.
Here, the differential rotation for learning is a differential rotation originally formed between the input side (motor generator MG side) and the output side (drive wheel 14 side) in each of the clutches 83 and 93. In 1, the differential rotation is replaced with the motor rotation speed Nmo2. That is, the motor rotational speed Nmo2 when the learning differential rotation is generated between the input and output of each clutch 83 and 93 and the motor rotational speed when the input and output of each clutch 83 and 93 are synchronized (= after shifting) The difference from the motor rotation speed afNmo2) is set as a learning differential rotation dNmo2.

Therefore, in step S204 that proceeds when the motor generator MG is in the power running state during upshifting, the learning differential rotation dNmo2 is calculated by the following equation (2-1).
dNmo2 = dNmo × 1 (2-1)
Here, dNmo (rpm) is a differential rotation reference value set in advance to form a desired differential rotation in each clutch 83, 93 according to each clutch 83, 93 as described above. That is, at the time of upshifting, the friction clutch 93 is engaged, so that the differential rotation in the motor generator MG necessary for forming a desired differential rotation between the input and output of the friction clutch 93 (difference from the post-shift motor rotation speed afNmo2). ) Is set.

In step S209, which is performed after the learning differential rotation dNmo2 is obtained in step S204, the target rotational speed tNmo2 is calculated using the following calculation formula (3).
tNmo2 = (motor speed after shifting afNmo2) + dNmo2 (3)
The post-shift motor rotation speed afNmo2 is calculated from the current drive shaft rotation speed × (shifted gear ratio).
That is, in a power running state with an upshift, the target rotational speed tNmo2 is set to a rotational speed higher than the post-shifting motor rotational speed afNmo2 by adding the positive differential rotation dNmo2 for learning to the post-shifting motor rotational speed afNmo2.

On the other hand, in step S205 which proceeds when the motor generator MG is in the regenerative state at the time of upshifting, the learning differential rotation dNmo2 is calculated by the following equation (2-2).
dNmo2 = dNmo × (−1) (2-2)
Therefore, in step S205, the learning differential rotation dNmo2 is set to a negative value.
That is, in the regenerative state by upshifting, the target rotational speed tNmo2 is set to a rotational speed lower than the post-shift motor rotational speed afNmo2 by subtracting the learning differential rotational speed dNmo2 from the post-shift motor rotational speed afNmo2.

Further, in step S206 that proceeds when NO determination, that is, downshift is determined in step S202, 0 is determined based on the determination of whether or not the motor torque Tmo2 is greater than 0 (powering), as in step S203. If greater than 0, the process proceeds to step S207. If 0 or less (regeneration), the process proceeds to step S208.
In step S207, as in step S204, the learning differential rotation dNmo2 is calculated based on the above equation (2-1). In step S208, as in step S205, based on the above (2-2). The learning differential rotation dNmo2 is calculated. That is, the learning differential rotation dNmo2 is set to a positive value during power running, and the learning differential rotation dNmo2 is set to a negative value during regeneration.
Further, during this downshift, the engagement clutch 83 is engaged, so the differential rotation reference value dNmo shown in the equations (2-1) and (2-2) forms the desired differential rotation in the engagement clutch 83. Is set to differential rotation in the motor generator MG.

(Learning control)
Next, the learning control performed in step S107 will be described based on the flowchart shown in FIG.
In step S301, learning control execution determination is performed, and when learning control execution determination is made, the process proceeds to step S302, and when non-execution determination is made, step S301 is repeated. In addition, this implementation determination of step S301 is determined to be implemented when it is determined YES in step S106 of FIG.

In step S302 of FIG. 7, it is determined whether or not a preset learning determination time t2 has elapsed from the learning control execution determination time point, and step S302 is repeated until the learning determination time t2 has elapsed. When the time t2 has elapsed, the process proceeds to step S303.
Note that the learning control execution determination time is the time when it is determined in step S106 that the motor rotation speed Nmo2 has reached the target rotation speed tNmo2, as described above. The learning determination time t2 is a time required to estimate the relationship between the pressing force and the transmission torque by engaging from the state where the learning differential rotation dNmo2 is formed in the engaging element (both clutches 83 and 93). Is set. Specifically, the learning determination time t2 is determined by driving the actuators 41 and 42 to the engagement side from the state where the learning differential rotation dNmo2 is generated in the engagement elements (the clutches 83 and 93), and the synchronization is completed. It is set with the time just before starting as a guide.

In step S303 that proceeds after elapse of the learning determination time t2, the motor rotation speed difference that is the difference between the motor rotation speed Nmo2 after the elapse of the learning determination time t2 and the post-shift motor rotation speed afNmo2, that is, the synchronous rotation speed. dNmo_t2 is calculated.

Then, it is determined whether the motor rotational speed difference dNmo_t2 after the elapse of the learning determination time t2 is within the range of the preset differential rotation upper limit value limB and the differential rotation lower limit value limA, or larger or smaller than this range. To do. In other words, when either of the clutches 83 and 93 is engaged, a difference after the elapse of the learning determination time t2 after applying the learning differential rotation dNmo2 between the input side and the output side and starting the engagement. Whether or not learning is to be performed is determined depending on how much the rotation is within the range.

Specifically, in step S303, if the motor rotation speed difference dNmo_t2 is larger than the differential rotation upper limit value limB, the process proceeds to step S305. If the motor rotation speed difference dNmo_t2 is smaller than the differential rotation upper limit value limB, step S304 is performed. Proceed to

Furthermore, in step S303, it is determined whether or not the motor rotation speed difference dNmo_t2 is smaller than the differential rotation lower limit value limA in step S304, which proceeds when the motor rotation speed difference dNmo_t2 is smaller than the differential rotation upper limit value limB. If the motor rotation speed difference dNmo_t2 is smaller than the differential rotation lower limit value limA, the process proceeds to step S306. If the motor rotation speed difference dNmo_t2 is larger than the differential rotation lower limit value limA, the process proceeds to step S307.

The differential rotation upper limit value limB is an upper limit value of an allowable range as the motor rotation speed difference dNmo_t2 after the elapse of the learning determination time t2, and the differential rotation lower limit value limA is the motor after the elapse of the learning determination time t2. The rotation speed difference dNmo_t2 is a lower limit value of the allowable range.

If the motor rotational speed difference dNmo_t2 is settled between the differential rotation upper limit value limB and the differential rotation lower limit value limA based on the above determination, the process proceeds to step S307, and the transmission torque is performed without performing learning control. The characteristic gain gain is maintained at the current value. The transmission torque characteristic gain “gain” is a coefficient for setting the characteristic of the transmission torque generated in each of the clutches 83 and 93 with respect to the pressing force when the electric actuators 41 and 42 are driven.

In step S305, which proceeds when the motor rotational speed difference dNmo_t2 is larger than the differential rotation upper limit value limB in step S303, the transmission torque characteristic gain gain is multiplied by a coefficient α (where α is a coefficient larger than 1). The torque characteristic gain gain is greatly learned and corrected. That is, as shown in FIG. 8, the gain (inclination) of the transmission torque with respect to the pressing force is set larger (suddenly) than before learning with respect to the actuators 41 and 42 that have been engaged and driven, Thereby, learning correction is performed so as to shorten the time required for fastening.

On the other hand, when the motor rotation speed difference dNmo_t2 is smaller than the differential rotation lower limit value limA, the process proceeds to step S306 (FIG. 7) by adding a coefficient β (β is a coefficient smaller than 1) to the transfer torque characteristic gain gain. Multiply and correct the learning to reduce the transfer torque characteristic gain gain. That is, with respect to the actuators 41 and 42 that have been engaged in the fastening drive, as shown in FIG. 8, the gain (inclination) of the transmission torque with respect to the pressing force is set smaller (relaxed) than before learning, and the fastening is performed. The learning is corrected so as to increase the time required for.

FIG. 9 schematically shows the learning control described above.
That is, when the motor rotation speed difference dNmo_t2 after the learning determination time t2 has elapsed from the start of the learning control is between the differential rotation lower limit value limA and the differential rotation upper limit value limB, the transmission torque characteristic gain gain is not changed. Keep the current value.
If the motor rotation speed difference dNmo_t2 after the elapse of the learning determination time t2 is smaller than the differential rotation lower limit value limA, the transmission torque for the pressing force of the electric actuators 41 and 42 in the clutches 83 and 93 is corrected to be small.
If the motor rotation speed difference dNmo_t2 after the elapse of the learning determination time t2 is larger than the differential rotation upper limit value limB, the transmission torque for the pressing force of the electric actuators 41 and 42 in the clutches 83 and 93 is largely corrected.

(Operation of Embodiment 1)
Next, the operation of the vehicle transmission control apparatus of the first embodiment will be described based on the time chart of FIG.
FIG. 10 shows an operation example when a downshift from the high gear stage to the low gear stage is performed during deceleration of the vehicle.
In this example of operation, before the time t11 when the shift start determination is made, the automatic transmission 3 is controlled to the high gear stage, and the motor generator MG is performing regeneration. From this state, the driver does not operate, for example, the vehicle speed V decreases, and the relationship between the vehicle speed V and the required motor torque (motor torque Tmo2) crosses the shift line shown in FIG. The shift start determination is made at this point.

In this case, the shift controller 21 performs control to shift the automatic transmission 3 from the high gear stage to the low gear stage to release the friction clutch 93 and to engage the engagement clutch 83. Therefore, first, the release of the friction clutch 93 is started at time t11.

Further, the shift controller 21 performs learning control based on the processing of steps S101 to S107 in FIG.
In executing this learning control, the shift controller 21 first calculates a target rotation speed tNmo2 that forms the learning differential rotation dNmo2 (S103).

Rotational speed control of the motor generator MG is executed from time t12 when it is determined that the inertia phase starts with the release of the friction clutch 93 (S105), and the motor rotational speed Nmo2 is controlled toward the target rotational speed tNmo2.

In this case, the target rotational speed tNmo2 is a learning differential rotation based on the processing of steps S201 → S202 → S206 → S208 because this shift is a downshift and the motor torque Tmo2 is negative (regeneration). dNmo2 is set to -dNmo. Therefore, as shown in FIG. 10, the target rotational speed tNmo2 is set to a rotational speed that is lower than the post-shift motor rotational speed afNmo2 by the learning differential rotation dNmo2.

Therefore, the motor speed Nmo2 is controlled toward the target speed tNmo2 that is lower than the post-shift motor speed afNmo2 by the speed control from the time t12. Then, the engagement clutch 83 starts the engagement operation by driving the electric actuator 41 from the time t13 when the motor rotation speed Nmo2 reaches the target rotation speed tNmo2, and enters the engagement state at the time t15. Note that, after the engagement (engagement) is completed, the engagement clutch 83 is maintained in the engaged state even if the driving of the electric actuator 41 is stopped.

Further, learning control is performed in accordance with the engagement operation of the engagement clutch 83 from time t13 (S106 → S107).
In this learning control, the differential rotation between the motor rotation speed Nmo2 and the post-shift motor rotation speed afNmo2 at the time when the learning determination time t2 has elapsed from the time t13 when the motor rotation speed Nmo2 has reached the target rotation speed tNmo2 (t14). A motor rotation speed difference dNmo_t2 is obtained. This motor speed difference dNmo_t2 corresponds to the differential rotation between the input side and the output side in the engagement clutch 83.

Then, the transmission torque characteristic gain gain is corrected based on whether or not the motor rotational speed difference dNmo_t2 is within a preset differential rotation upper limit value limB and differential rotation lower limit value limA. The transmission torque characteristic gain gain in this case sets the transmission torque for the pressing force of the electric actuator 41, and the movement amount characteristic of the coupling sleeve 86 with respect to the command value to the electric actuator 41 is learned and corrected to the appropriate side. .

That is, when the motor rotation speed difference dNmo_t2 at time t14 is smaller than the differential rotation lower limit value limA, the transmission torque is too high with respect to the pressing force of the electric actuator 41, and therefore the transmission torque characteristic gain gain is set. Small learning correction. Specifically, the transfer torque characteristic gain gain is multiplied by a coefficient β less than 1 (S306). As a result, as shown in FIG. 8, the transmission torque with respect to the pressing force is sharply inclined with respect to the transmission torque characteristic gain (inclination) before learning, and the transmission torque with respect to the pressing force is greatly corrected.

On the contrary, when the motor rotation speed difference dNmo_t2 at the time t14 is larger than the differential rotation upper limit value limB, the transmission torque is too small with respect to the pressing force of the electric actuator 41, so that the transmission torque characteristic gain gain is obtained. Is greatly corrected. Specifically, the transmission torque characteristic gain gain is multiplied by a coefficient α larger than 1 (S305). As a result, as shown in FIG. 8, the transmission torque for the pressing force is moderately inclined with respect to the gain (inclination) before learning, and the transmission torque for the pressing force is corrected to be small.

If the motor rotational speed difference dNmo_t2 at the time t14 is between the differential rotation lower limit value limA and the differential rotation upper limit value limB, the current transmission torque characteristic gain gain is maintained without correction.

Next, the effect will be described.
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
Provided in the drive transmission system from the motor generator MG as the prime mover to the drive wheels 14, the engagement clutch 83 and the friction clutch 93 as the fastening elements are fastened and released by driving the electric actuators 41 and 42, and a plurality of speeds are changed. Automatic transmission 3 to perform,
A shift controller 21 for performing shift control of the automatic transmission 3,
A learning control unit that learns and controls the relationship between the pressing force of the electric actuators 41 and 42 and the transmission torque of the fastening elements (respective clutches 83 and 93) that are fastened by the pressing force. Configuration to execute) and
A shift control apparatus for a vehicle comprising:
During the learning control of the learning control unit, the transmission controller 21 is engaged with the engagement element (the clutches 83 and 93) with respect to the post-shift motor rotation speed afNmo2 that is the output rotation speed after the engagement element is shifted. A differential rotation control unit (configuration for executing the processing of FIG. 5) for controlling the rotation speed by setting a rotation speed obtained by setting a preset differential rotation for learning dNmo2 as the target rotation speed tNmo2 of the motor generator MG. It is characterized by having.
Therefore, when the learning control unit performs learning control at the time of shifting of the automatic transmission 3, the differential rotation control unit engages any of the clutches 83, 93 when the clutches 83, 93 are engaged. However, the target rotational speed tNmo2 of the motor generator MG is controlled so as to form a preset learning rotational speed dNmo2 between the input rotational speed and the post-shift output rotational speed (afNmo2).
In this case, one of the clutches 83 and 93 that is engaged as a fastening element is generated by the pressing force in the fastening direction of the one driven by both the actuators 41 and 42 from the state where the differential rotation dNmo2 for learning is generated. A synchronous rotation state can be achieved by the transmission torque. Therefore, the learning control unit can learn the relationship between the pressing force and the transmission torque in each of the clutches 83 and 93 as the fastening elements.
By enabling this learning control, variations in the transmission torque of the clutches 83 and 93 can be corrected and the occurrence of shift shock can be suppressed.

b) The vehicle shift control apparatus of the first embodiment is
The learning control unit (configuration for executing the process of FIG. 7) is a learning control execution determination unit (step S102 and its determination process) that performs an execution determination so that the learning control is performed at a shift other than the shift that occurs due to the driver's operation. A configuration for executing the process of step S301 based on the result).
At the time of shifting accompanying an accelerator pedal, a brake pedal, a shift operation, etc. by the driver, it is preferable to shorten the shifting time as much as possible so that the driver does not feel uncomfortable. Further, during such an operation, a change in torque fluctuation or the like is large according to the operation, and an influence on a change in the transmission torque with respect to the pressing force is also large.
On the other hand, when learning control is performed and a differential rotation for learning is applied and the transmission torques of the clutches 83 and 93 as the fastening elements are changed and synchronized by the pressing force of the actuators 41 and 42, Time may be longer. Further, when the driver is not operated, torque fluctuations are small, and the influence of the pressing force on the transmission torque can be suppressed.
Therefore, the learning control execution determination unit performs the execution determination so that the learning control is performed at a shift other than the shift accompanying the operation of the driver, so that there is no possibility that the shift time becomes long and the driver feels uncomfortable during the learning control. . In addition, the characteristics of the transmission torque with respect to the pressing force are stabilized, and the learning control accuracy is increased.

c) The vehicle shift control device of Embodiment 1 is
The differential rotation control unit (the configuration for executing the processing of FIG. 6) sets the target rotation speed tNmo2 to a rotation speed lower than the synchronous rotation speed (post-shift motor rotation speed afNmo2) when the vehicle is shifted in the deceleration state. A differential rotation dNmo2 for learning is formed.
When the learning differential rotation dNmo2 is formed by setting the motor rotation speed Nmo2 on the input side of the engagement element (both clutches 83 and 93) to be lower than the post-shift motor rotation speed afNmo2 on the output side, the engagement element (both clutch 83) , 93) is a pulling shock that is generated on the vehicle deceleration side.
In this way, at the time of deceleration, in order to generate a shock at the time of fastening as a pulling shock on the deceleration side, at the time of deceleration, compared to the case where the input side is higher than the output side and a thrusting shock to the acceleration side occurs, The uncomfortable feeling given to the driver can be suppressed.
In addition, at the time of deceleration, as shown in FIG. 10, the rotational speed control of the motor generator MG is executed after opening both the clutches 83 and 93, and the engagement clutch is reached after the motor rotational speed Nmo2 reaches the target rotational speed tNmo2. 83 is fastened.
Also by this, the engagement shock of the engagement clutch 83 becomes a pulling shock on the deceleration side, and the uncomfortable feeling given to the driver can be suppressed.

d) The vehicle shift control apparatus of the first embodiment is
The differential rotation control unit (configuration that executes the processing of FIG. 6) sets the target rotation speed tNmo2 to a higher rotation speed than the synchronous rotation speed (post-shift motor rotation speed afNmo2) when the vehicle is shifted in the acceleration state. A differential rotation dNmo2 for learning is formed.
When the learning differential rotation dNmo2 is formed by setting the motor rotation speed Nmo2 on the input side of the engagement element (both clutches 83, 93) to be higher than the post-shift motor rotation speed afNmo2 on the output side, the engagement element (both clutch 83) , 93) at the time of synchronization becomes a thrust shock to the acceleration side. For this reason, at the time of acceleration, the uncomfortable feeling given to the driver can be suppressed as compared with a case where the input side is set to a lower number of turns than the output side and a pulling shock to the deceleration side occurs.

e) The shift control device for a vehicle according to the first embodiment is
The differential rotation control unit (configuration for executing the processing of FIG. 6) is a time until learning differential rotation dNmo2 is synchronized from the state in which learning differential rotation dNmo2 occurs in the engagement element (each clutch 83, 93). In the determination time t2), the rotation speed is set so that the relationship between the pressing force and the transmission torque can be estimated.
Therefore, the relationship between the pressing force and the transmission torque in the engaging element (the clutches 83 and 93) can be reliably learned by the change in the rotational speed at the learning determination time t2.

f) The vehicle shift control device of Embodiment 1 is
The fastening element includes an engagement clutch 83, and generates a frictional force in association with the relative movement in the axial direction between the input side and the output side of the engagement clutch 83 in accordance with the pressing force. And a synchronizing mechanism (clutch gear 84 (cone portion 84b), coupling sleeve 86, synchronizer ring 87).
In the synchronization mechanism (clutch gear 84 (cone portion 84b), coupling sleeve 86, synchronizer ring 87) of the engagement clutch 83, the transmission torque with respect to the pressing force may vary due to a dimensional error or an assembly error during manufacture. There is sex.
Therefore, by executing learning control in the engagement clutch 83 which is a fastening element having such a synchronization mechanism, the transmission torque with respect to the pressing force can be corrected to a desired range, thereby suppressing the shift shock. be able to.

g) The vehicle shift control apparatus of the first embodiment is
The prime mover includes a motor generator MG as a motor,
The object of the rotational speed control of the differential rotational control unit (configuration for executing the process of FIG. 6) is the rotational speed (target rotational speed tNmo2) of the motor generator MG.
Thus, since the object for which the differential rotation control unit performs the rotational speed control is the motor generator MG, the control of the target rotational speed that forms the differential rotational speed for learning is compared with that for performing the rotational speed control of an internal combustion engine or the like. Thus, the effects a) to f) can be obtained more remarkably.

(Other embodiments)
Below, the power converter device of other embodiment is demonstrated.
Since the other embodiment is a modification of the first embodiment, the same reference numerals as those in the first embodiment are assigned to the same components as those in the first embodiment, and the description thereof is omitted. Only the differences will be described.

(Embodiment 2)
A vehicle shift control apparatus according to a second embodiment will be described.
In the first embodiment, the automatic transmission 3 having a structure in which the engagement clutch 83 is engaged at the low gear stage is shown, and the example in which the learning control is performed at the time of the downshift has been described.

As the automatic transmission, a gear that engages an engagement clutch at a high gear can be used. Therefore, in the second embodiment, as the automatic transmission 203 to which the present invention is applied, the engagement clutch 220 is engaged and the friction clutch 210 is released during the upshift, and the engagement clutch 220 is released and the friction clutch is engaged during the downshift. A structure for fastening 210 will be described.

FIG. 11 is an overall system diagram showing a configuration of a drive system of an electric vehicle to which the vehicle shift control device of the second embodiment is applied.
In the second embodiment, the friction clutch 210 is used as a fastening element for transmitting torque from the low speed gear pair 80 to the transmission output shaft 7, and torque is transmitted from the high speed gear pair 90 to the transmission output shaft 7. The engagement clutch 220 is used as a fastening element for performing the above. Since the structures of both clutches 210 and 220 are the same as those of the clutches 83 and 93 described in the first embodiment, they will be described briefly.

The friction clutch 210 includes a drive plate 212 provided on a clutch drum 211 that rotates integrally with the gear 81 of the low-speed gear pair 80, a driven plate 214 provided on a clutch hub 213 that rotates integrally with the transmission output shaft 7, It has. It is assumed that the friction clutch 210 is fastened and released by driving the electric actuator 241.

The engagement clutch 220 includes a coupling sleeve 222. The coupling sleeve 222 meshes with the spline portion 221a of the clutch hub 221 that rotates integrally with the transmission input shaft 6, and meshes with the spline portion 223a of the clutch gear 223 that rotates integrally with the gear 91 by driving of the electric actuator 242. To do.
Note that the rotation speed control, the learning control execution determination, and the differential rotation processing in the second embodiment are the same as those in the first embodiment, and thus description thereof is omitted.

The operation of the second embodiment will be described based on the time charts of FIGS.
FIG. 12 shows an operation when an upshift from the low gear stage to the high gear stage is performed during vehicle acceleration.
In this example of operation, before the time t21 when the shift start determination is made, the automatic transmission 3 is controlled to the low gear stage, and the motor generator MG accelerates by the power running operation. From this acceleration state, if the relationship between the vehicle speed V and the required motor torque (motor torque Tmo2) crosses the shift line shown in FIG. (T21).

In this case, 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 friction clutch 210 and to engage the engagement clutch 220. Therefore, first, the friction clutch 210 is released from time t21.

Further, the shift controller 21 performs learning control based on the processing of steps S101 to S107 in FIG.
In executing this learning control, the transmission controller 21 first calculates a target rotational speed tNmo2 (S103).

Then, from the time t22 when it is determined that the inertia phase starts with the release of the friction clutch 210, rotation speed control for controlling the motor rotation speed Nmo2 toward the target rotation speed tNmo2 is started (S105).

At this time, since this shift is an upshift and the motor torque Tmo2 is positive (powering), the learning differential rotation dNmo2 is set to + dNmo based on the processing of steps S201 → S202 → S203 → S204. The Therefore, as shown in FIG. 12, the target rotational speed tNmo2 is set to a rotational speed that is higher than the post-shift motor rotational speed afNmo2 by the learning differential rotation dNmo2.

Then, at time t23 when the motor rotation speed Nmo2 reaches the target rotation speed tNmo2, the electric actuator 242 of the engagement clutch 220 is driven in the engagement direction, and learning control is performed (S106 → S107).
In this learning control, the differential rotation between the motor rotational speed Nmo2 and the post-shift motor rotational speed afNmo2 at the time when the learning determination time t2 has elapsed (t24) from the time t23 when the motor rotational speed Nmo2 has reached the target rotational speed tNmo2. A motor rotation speed difference dNmo_t2 is obtained. Then, as in the first embodiment, learning correction is executed based on this motor speed difference dNmo_t2.

That is, when the motor rotation speed difference dNmo_t2 at the time t24 is smaller than the differential rotation lower limit value limA, the transfer torque characteristic gain gain is multiplied by a coefficient β less than 1, and the transfer torque characteristic gain gain is reduced and corrected.
On the contrary, when the motor rotation speed difference dNmo_t2 at time t24 is larger than the differential rotation upper limit value limB, the transfer torque characteristic gain gain is multiplied by a coefficient α larger than 1 to increase the transfer torque characteristic gain gain. Correct learning.
If the motor rotational speed difference dNmo_t2 is between both values limA and limB, the transmission torque characteristic gain gain is not corrected.

Next, based on the time chart of FIG. 13, an operation when an upshift from the low gear stage to the high gear stage is performed during vehicle deceleration is shown.
In this example of operation, before the time t31 when the shift start determination is made, the automatic transmission 3 is controlled to the low gear stage, and the motor generator MG is performing regeneration. From this state, a shift determination is made across the shift line (see FIG. 3), and the shift start determination is made at time t31, with no relationship between the vehicle speed V and the required motor torque (motor torque Tmo2) without operation by the driver. It is made.

In this case, 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 friction clutch 210 and to engage the engagement clutch 220. Therefore, the release of the friction clutch 210 is started at time t31.

Further, the shift controller 21 performs learning control based on the processing of steps S101 to S107 in FIG.
In executing this learning control, the speed change controller 21 calculates the target rotational speed tNmo2 (S103), and sets the target motor rotational speed Nmo2 from the point of time t32 when it is determined that the inertia phase starts when the friction clutch 210 is released. Rotational speed control for controlling the rotational speed tNmo2 is executed (S105).

At this time, since this shift is an upshift and the motor torque Tmo2 is negative (regenerative), the learning differential rotation dNmo2 is set to −dNmo based on the processing of steps S201 → S202 → S203 → S205. Is done. Therefore, as shown in FIG. 13, the target rotational speed tNmo2 is set to a rotational speed that is lower than the post-shift motor rotational speed afNmo2 by the learning differential rotation dNmo2.
Then, at time t33 when the motor rotation speed Nmo2 reaches the target rotation speed tNmo2, the electric actuator 242 of the engagement clutch 220 is driven in the engagement direction to start the engagement operation of the engagement clutch 220, and the learning control is performed. Implemented (S106 → S107).
Even in this learning control, the learning correction is executed based on the motor speed difference dNmo_t2 at the time (t34) when the learning determination time t2 has elapsed from the time t33 when the motor speed Nmo2 has reached the target speed tNmo2. .

That is, when the motor rotational speed difference dNmo_t2 at the time t34 is smaller than the differential rotation lower limit value limA, the transfer torque characteristic gain gain is multiplied by a coefficient β less than 1, and the transfer torque characteristic gain gain is reduced and corrected (S306). ).
On the contrary, when the motor rotation speed difference dNmo_t2 at the time t34 is larger than the differential rotation upper limit value limB, the transfer torque characteristic gain gain is multiplied by a coefficient α larger than 1 to increase the transfer torque characteristic gain gain. Learning correction is performed (S305).
If the motor rotational speed difference dNmo_t2 is between both values limA and limB, the transmission torque characteristic gain gain is not corrected.

As described above, the learning correction can be executed even in the automatic transmission 203 that engages the engagement clutch 220 during the upshift.
Therefore, even in the second embodiment, learning control is possible as in the first embodiment, and the effects a) to g) described above are achieved.

In the second embodiment, the case where the engagement clutch 220 is engaged during the upshift during acceleration and deceleration has been described. However, during the downshift during deceleration, the same operation as described in the first embodiment is performed. By using the friction clutch 210, the same operation as that of the first embodiment can be performed, and the learning control can be executed.
In the first embodiment, at the time of upshift during acceleration and deceleration, the learning control is executed by performing the same operation as that of the second embodiment with the engagement control target as the friction clutch 93. can do.

(Embodiment 3)
Next, a transmission control apparatus for a vehicle according to Embodiment 3 will be described.
In the first and second embodiments, the engagement element including the friction clutch and the engagement clutch is shown and the learning control is performed when the engagement clutch is engaged. However, the learning control is also performed by the friction clutch. Can do.

Therefore, in the third embodiment, the automatic transmission 303 is shown having two friction clutches 210 and 93 as fastening elements, and learning control thereof will be described.
FIG. 14 is an overall system diagram illustrating a configuration of a drive system of an electric vehicle (an example of an electric vehicle) to which the vehicle shift control device of the third embodiment is applied.
That is, in the third embodiment, the friction clutch 210 shown in the second embodiment is used as a fastening element for transmitting torque from the low speed gear pair 80 to the transmission output shaft 7, and the high speed gear pair 90 to the transmission is used. The friction clutch 93 shown in the first embodiment is used as a fastening element that transmits torque to the output shaft 7. Since both the clutches 210 and 93 have been described in the first and second embodiments, a detailed description of the configuration is omitted. In addition, since the rotational speed control, the learning control execution determination, and the differential rotation processing in the third embodiment are the same as those in the first embodiment, description thereof will be omitted.

Next, an operation example of the third embodiment will be described with reference to time charts of FIGS.
FIG. 15 shows an operation example when a downshift from the high gear stage to the low gear stage is performed during deceleration of the vehicle.
In this example of operation, before the time t41 when the shift start determination is made, the automatic transmission 3 is controlled to the high gear stage, and the motor generator MG is performing regeneration. From this state, the vehicle speed V decreases without any operation by the driver, and the relationship between the vehicle speed V and the required motor torque (motor torque Tmo2) is determined so as to cross the shift line shown in FIG. The shift start determination is made at time t41.

In this case, the shift controller 21 opens the friction clutch 93 and fastens the friction clutch 210 to shift the automatic transmission 3 from the high gear stage to the low gear stage. That is, the friction clutch 210 is released from time t51.

Further, the shift controller 21 performs learning control based on the processing of steps S101 to S107 in FIG.
In executing this learning control, the speed change controller 21 first calculates the target rotational speed tNmo2 (S103), and the motor rotational speed Nmo2 is determined from the time t42 when it is determined that the inertia phase starts when the friction clutch 93 is released. Rotational speed control for controlling the engine speed toward the target rotational speed tNmo2 is executed (S105).

Further, in this case, the target rotational speed tNmo2 is a learning difference based on the processing of steps S201 → S202 → S206 → S208 because this shift is a downshift and the motor torque Tmo2 is negative (regeneration). The rotation dNmo2 is set to -dNmo. Therefore, as shown in FIG. 15, the target rotation speed tNmo2 is set to a rotation speed that is lower than the post-shift motor rotation speed afNmo2 by the learning differential rotation dNmo2.

Therefore, the motor rotation speed Nmo2 is controlled toward the target rotation speed tNmo2 by the rotation speed control from time t42.
Then, at the time t43 when the motor rotation speed Nmo2 reaches the target rotation speed tNmo2, the engagement operation of the friction clutch 93 is started and learning control is performed (S106 → S107).
In this learning control, as in the first and second embodiments, based on the motor speed difference dNmo_t2 at the time when the learning determination time t2 has elapsed from the time t43 when the motor speed Nmo2 has reached the target speed tNmo2. And execute.

When the motor rotational speed difference dNmo_t2 at time t44 is smaller than the differential rotation lower limit value limA, the transmission torque characteristic gain gain is multiplied by a coefficient β less than 1 (S306), and the transmission torque with respect to the pressing force of the electric actuator 41 is reduced. Correct learning.
On the contrary, when the motor rotation speed difference dNmo_t2 at time t44 is larger than the differential rotation upper limit value limB, the transmission torque characteristic gain gain is multiplied by a coefficient α larger than 1 (S305), and the electric actuator 41 The transmission torque is greatly learned and corrected for the pressing force.
If the motor rotational speed difference dNmo_t2 is between both values limA and limB, the transmission torque characteristic gain gain is not corrected.

Next, based on FIG. 16, an operation when an upshift from the low gear stage to the high gear stage is performed during vehicle acceleration will be described.
In this operation example, before the time t51 when the shift start determination is made, the automatic transmission 3 is controlled to the low gear stage, and the motor generator MG performs power running. From this state, the vehicle speed V is increased without any operation by the driver, and the relationship between the vehicle speed V and the required motor torque (motor torque Tmo2) is determined across the shift line shown in FIG. , T51 is determined to start shifting.

In this case, the transmission controller 21 performs a change-over operation to release the friction clutch 210 and to engage the friction clutch 93 from time t52 in order to shift the automatic transmission 3 from the low gear stage to the high gear stage. In other words, during acceleration, the clutches 83 and 93 are switched to suppress a decrease in acceleration due to the gear ratio.

Further, the shift controller 21 performs learning control based on the processing of steps S101 to S107 in FIG.
In executing this learning control, the speed change controller 21 calculates the target rotational speed tNmo2 (S103), and sets the target motor rotational speed Nmo2 from the point of time t52 when it is determined that the inertia phase starts when the friction clutch 210 is released. The rotational speed is controlled toward the rotational speed tNmo2 (S105).

At this time, since this shift is an upshift and the motor torque Tmo2 is positive (powering), the learning differential rotation dNmo2 is set to + dNmo based on the processing of steps S201 → S202 → S203 → S204. The Therefore, as shown in FIG. 16, the target rotation speed tNmo2 is set to a rotation speed that is higher than the post-shift motor rotation speed afNmo2 by the learning differential rotation dNmo2.
At this time, the speed change controller 21 limits the pressing force of the friction clutch 93 during the rotational speed control until the motor rotational speed Nmo2 reaches the target rotational speed tNmo2.

Then, at time t53 when the motor rotation speed Nmo2 reaches the target rotation speed tNmo2, the electric actuator 42 is driven toward complete fastening, and learning control is performed (S106 → S107). Further, with the execution of the learning control, the speed change controller 21 drives the electric actuator 42 from the output restricted state to complete fastening.

Even in this learning control, the difference between the motor rotational speed Nmo2 and the post-shift motor rotational speed afNmo2 at the time when the learning determination time t2 has elapsed from the time t53 when the motor rotational speed Nmo2 has reached the target rotational speed tNmo2. Learning correction is executed based on the motor rotation speed difference dNmo_t2 that is rotation.

That is, when the motor rotation speed difference dNmo_t2 at time t54 is smaller than the differential rotation lower limit value limA, the transfer torque characteristic gain gain is multiplied by a coefficient β less than 1 (S306), and the transfer torque characteristic gain gain is reduced to be corrected by learning. To do.
On the contrary, when the motor rotation speed difference dNmo_t2 at time t54 is larger than the differential rotation upper limit value limB, the transfer torque characteristic gain is multiplied by a coefficient α larger than 1 (S305), and the transfer torque characteristic gain is obtained. Gain is greatly corrected for learning.
If the motor rotational speed difference dNmo_t2 is between both values limA and limB, the transmission torque characteristic gain gain is not corrected.

Next, based on the time chart of FIG. 17, an operation when an upshift from the low gear stage to the high gear stage is performed during vehicle deceleration will be described.
In this example of operation, before time t61 when the shift start determination is made, the automatic transmission 3 is controlled to the low gear stage, and the motor generator MG is performing regeneration. From this state, the shift determination is made across the shift line shown in FIG. 3 so that the relationship between the vehicle speed V and the required motor torque (motor torque Tmo2) is not operated by the driver, and the shift start determination is made at time t61. Is made.

In this case, 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 friction clutch 210 and to engage the friction clutch 93. Therefore, the release of the friction clutch 210 is started at time t61.

Further, the shift controller 21 performs learning control based on the processing of steps S101 to S107 in FIG.
In executing this learning control, first, the speed change controller 21 calculates the target rotational speed tNmo2 (S103), and the motor rotational speed Nmo2 is determined from the time t62 when it is determined that the inertia phase starts when the friction clutch 210 is released. Rotational speed control for controlling the engine speed toward the target rotational speed tNmo2 is executed (S105).

At this time, the target rotational speed tNmo2 is an upshift and the motor torque Tmo2 is negative (regenerative). Therefore, based on the processing of steps S201 → S202 → S203 → S205, the differential rotation for learning dNmo2 Is set to -dNmo. Therefore, as shown in FIG. 17, the target rotational speed tNmo2 is set to a rotational speed that is lower than the post-shift motor rotational speed afNmo2 by the learning differential rotation dNmo2.
Then, at time t63 when the motor rotation speed Nmo2 reaches the target rotation speed tNmo2, the electric actuator 42 of the friction clutch 93 is driven in the fastening direction, and learning control is performed (S106 → S107).
In this learning control, the difference between the motor rotation speed Nmo2 and the motor rotation speed after the shift from the time t63 when the motor rotation speed Nmo2 has reached the target rotation speed tNmo2 when the learning determination time t2 has elapsed. Learning correction is executed based on the motor rotation speed difference dNmo_t2.

That is, when the motor rotation speed difference dNmo_t2 at the time t64 is smaller than the differential rotation lower limit value limA, the transfer torque characteristic gain gain is multiplied by a coefficient β less than 1, and the transfer torque characteristic gain gain is reduced and corrected (S306). ).
On the contrary, when the motor rotation speed difference dNmo_t2 at time t64 is larger than the differential rotation upper limit value limB, the transfer torque characteristic gain gain is multiplied by a coefficient α larger than 1, and the transfer torque characteristic gain gain is increased. Learning correction is performed (S305).

As described above, in the third embodiment, it is possible to perform learning control even when the friction clutches 210 and 93 as the engagement elements are engaged, and the pressing force and the transmission torque of the friction clutches 210 and 93 are determined. Can learn the relationship. Therefore, the effects a) to g) described in the first embodiment can be obtained.

Furthermore, in the third embodiment, at the time of learning control during acceleration, the engagement / disengagement of both clutches 210 and 93 is switched at the time of shifting, so that a decrease in acceleration due to shifting can be suppressed. This makes it difficult for the driver to feel uncomfortable.
In addition, during the learning control during acceleration, the pressing force in the friction clutch 93 is set to a slip state in which the pressing force in the friction clutch 93 is increased to the limit value during the rotation speed control before the start of the learning control, and the motor rotation speed Nmo2 reaches the target rotation speed tNmo2. After learning control is started, learning is performed by changing the transmission torque by increasing the pressing force toward complete fastening.
For this reason, even in the friction clutch 93, the transmission torque characteristic with respect to the pressing force can be accurately learned based on the transmission torque change accompanying the constant pressing force change.

The rotational speed control and the learning control when the friction clutches 93 and 210 are engaged as described in the third embodiment are executed when the friction clutch 93 according to the first embodiment and the friction clutch 210 according to the second embodiment are engaged. can do.

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 is described. Design changes and additions are allowed without departing from the gist.

In the embodiment, the example in which the vehicle shift control device of the present invention is applied to an electric vehicle having only a motor generator as a prime mover has been shown. 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. 18, 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 for power generation as a generator, but may be used as a drive motor depending on a traveling situation.
In the embodiment, the transmission includes an engagement clutch (dog clutch) and a friction clutch, and a transmission including a friction clutch. However, the transmission includes only an engagement clutch (dog clutch). May be used.
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 the embodiments, the electric actuator is shown as the actuator for fastening the fastening element. However, the actuator is not limited to electric, and other actuators such as those driven by hydraulic pressure can be used. For example, an actuator that presses a clutch (fastening element) or a synchro (synchronization mechanism) by hydraulic pressure can be used. Further, it is possible to use an actuator in which the stroke amount of the input member is controlled by the actuator, and the pressing force of the spring element generated by the stroke of the input member is applied to the clutch (fastening element) or the synchro (synchronizing mechanism).

Cross-reference of related applications

This application claims priority based on Japanese Patent Application No. 2013-054600 filed with the Japan Patent Office on March 18, 2013, the entire disclosure of which is fully incorporated herein by reference.

Claims (7)

  1. 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;
    A shift controller for performing shift control of the transmission;
    A learning control unit that learns and controls the relationship between the pressing force of the actuator and the transmission torque of the fastening element fastened by the pressing force;
    A shift control apparatus for a vehicle comprising:
    In the learning control of the learning control unit, the shift controller is configured to perform learning that is set in advance to the input rotation speed of the engagement element with respect to the output rotation speed after the shifting of the engagement element when the engagement element is engaged. A speed change control device for a vehicle, comprising: a differential rotation control unit configured to control the rotational speed with a rotational speed having a differential rotation as a target rotational speed of the prime mover.
  2. The vehicle shift control device according to claim 1,
    The vehicle shift control device according to claim 1, wherein the learning control unit includes a learning control execution determination unit that performs an execution determination so that the learning control is performed at a shift other than a shift caused by a driver's operation.
  3. In the vehicle shift control device according to claim 1 or 2,
    The differential rotation control unit sets the target rotational speed so as to form the differential rotational speed for learning by setting the input rotational speed to a rotational speed lower than the output rotational speed after the speed change when the vehicle is decelerated. A shift control apparatus for a vehicle, characterized in that:
  4. The vehicle shift control device according to any one of claims 1 to 3,
    The differential rotation control unit sets the target rotational speed so as to form the differential rotational speed for learning by setting the input rotational speed as a rotational speed higher than the output rotational speed after the shift when shifting the vehicle in an acceleration state. A shift control apparatus for a vehicle, characterized in that:
  5. The vehicle shift control device according to any one of claims 1 to 4,
    The differential rotation control unit can estimate the relationship between the pressing force and the transmission torque in the time until the differential rotation for learning is synchronized from the state where the differential rotation for learning is generated in the fastening element. A speed change control device for a vehicle, characterized in that the speed is set to a rotational speed.
  6. The vehicle shift control device according to any one of claims 1 to 5,
    The fastening element includes an engagement clutch, and generates a frictional force with relative movement in the axial direction between the input side and the output side of the fastening element according to the pressing force to generate the input side and the output. A shift control apparatus for a vehicle, comprising a synchronization mechanism for synchronously rotating the vehicle side.
  7. The vehicle shift control device according to any one of claims 1 to 6,
    The prime mover includes a motor,
    A speed change control device for a vehicle, characterized in that an object of rotation speed control of the differential rotation control unit is the rotation speed of the motor.
PCT/JP2013/085081 2013-03-18 2013-12-27 Vehicle transmission control device WO2014147918A1 (en)

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Cited By (1)

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CN108700187A (en) * 2016-02-18 2018-10-23 五十铃自动车株式会社 The control device of double disengaging type speed changers

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JP2011020570A (en) * 2009-07-16 2011-02-03 Nissan Motor Co Ltd Controller for hybrid vehicle
JP2012057706A (en) * 2010-09-08 2012-03-22 Daimler Ag Torque characteristic map correcting device for friction engagement element of vehicular transmission

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JP2008249140A (en) * 2007-03-06 2008-10-16 Nissan Motor Co Ltd Control device for vehicle drive device
JP2011020570A (en) * 2009-07-16 2011-02-03 Nissan Motor Co Ltd Controller for hybrid vehicle
JP2012057706A (en) * 2010-09-08 2012-03-22 Daimler Ag Torque characteristic map correcting device for friction engagement element of vehicular transmission

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108700187A (en) * 2016-02-18 2018-10-23 五十铃自动车株式会社 The control device of double disengaging type speed changers

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