WO2013168226A1 - 車両の変速制御装置 - Google Patents
車両の変速制御装置 Download PDFInfo
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- WO2013168226A1 WO2013168226A1 PCT/JP2012/061726 JP2012061726W WO2013168226A1 WO 2013168226 A1 WO2013168226 A1 WO 2013168226A1 JP 2012061726 W JP2012061726 W JP 2012061726W WO 2013168226 A1 WO2013168226 A1 WO 2013168226A1
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- torque
- transmission
- engagement mechanism
- clutch
- output shaft
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- 230000005540 biological transmission Effects 0.000 claims abstract description 78
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- 230000007423 decrease Effects 0.000 description 10
- 238000010586 diagram Methods 0.000 description 4
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control 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
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control 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
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control 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
- F16H61/68—Control 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
- F16H61/684—Control 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1005—Transmission ratio engaged
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/105—Output torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/38—Inputs being a function of speed of gearing elements
- F16H2059/405—Rate of change of output shaft speed or vehicle speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/38—Inputs being a function of speed of gearing elements
- F16H59/42—Input shaft speed
- F16H2059/425—Rate of change of input or turbine shaft speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2302/00—Determining the way or trajectory to new ratio, e.g. by determining speed, torque or time parameters for shift transition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/40—Shifting activities
- F16H2306/42—Changing the input torque to the transmission
Definitions
- the present invention relates to an apparatus for controlling a shift in a vehicle, and more particularly to an apparatus for performing a shift control for changing a shift stage by simultaneously releasing and engaging an engagement mechanism such as a clutch or a brake. is there.
- the transmission ratio of a vehicle is determined by a mechanism that is involved in the transmission of torque from a driving force source such as an engine to driving wheels, and conventional general vehicle transmissions are gears that are involved in transmission of torque from a plurality of gear pairs.
- a pair is selected by a clutch, or a torque transmission path in a transmission mechanism constituted by a plurality of planetary gear mechanisms is selected according to the engagement and release states of an engagement mechanism such as a clutch or a brake.
- the reaction force element or the output element is switched according to the state of engagement and release of the engagement mechanism such as the clutch or the brake to select the forward speed or the reverse speed.
- the torque of the disengagement clutch is gradually reduced to zero at the start of the inertia phase. Therefore, in the inertia phase, the release-side clutch does not receive torque, and the shift is advanced by increasing the hydraulic pressure of the engagement-side clutch.
- the torque sharing rate is different before and after the start of the inertia phase, and before the start of the inertia phase, the torque about the clutch at the gear stage before the gear shift. The sharing ratio is adopted, and after the start of the inertia phase, the torque sharing ratio for the clutch at the gear stage after the shift is adopted.
- Japanese Patent Laying-Open No. 2001-227637 discloses a shift control device configured to change the torque capacity of an engaging clutch based on the amount of change in input rotational speed in the torque phase of clutch-to-clutch shift. Is described. In the torque phase of clutch-to-clutch shift, if the torque capacity of the engagement side clutch is insufficient, the engine speed or input speed will increase in the so-called power-on state. If the torque capacity is too large, a so-called tie-up state occurs and a feeling of pulling in that the drive torque is reduced occurs. Therefore, the device described in Japanese Patent Laid-Open No. 2001-227637 increases the torque capacity of the engaging clutch when the input rotational speed changes in the increasing direction, and changes the input rotational speed to the decreasing side. The torque capacity of the engagement side clutch is reduced.
- a release-side clutch in clutch-to-clutch shifting is controlled so that a predetermined differential rotation speed is generated between the input-side rotation speed and the output-side rotation speed.
- the torque capacity or hydraulic pressure of the release side clutch is set to zero by the start of the inertia phase.
- the release side clutch is suddenly released by the start of the inertia phase.
- the torque capacity or hydraulic pressure of the engagement side clutch is rapidly increased by the amount of decrease in the torque capacity of the release side clutch. Therefore, control of torque capacity or hydraulic pressure of these clutches becomes discontinuous, which may cause a shift shock.
- the torque capacity of the release side clutch is determined in advance so as to become zero at the start of the inertia phase, there is a disadvantage that man-hours or work for that purpose is increased.
- the torque capacity of the disengagement side clutch is set according to the target output torque, if the accelerator opening changes during the shift and the target output torque changes accordingly, the disengagement side clutch at that time Therefore, there is a possibility that a shift shock due to a delay in control occurs, or that the control system or control software becomes complicated.
- the device described in the above Japanese Patent Application Laid-Open No. 2001-227637 is a device configured to control the engagement side clutch in the torque phase in the clutch-to-clutch shift, and in the inertia phase the engine Therefore, the device described in Japanese Patent Application Laid-Open No. 2001-227637 cannot be applied to the overall control of clutch-to-clutch shifting. .
- the device described in Japanese Patent Application Laid-Open No. 2008-025637 is a device intended to simplify the downshift control. For this purpose, all gear shifts including clutch-to-clutch shifts including upshifts are performed. It is not applicable to the configuration, and the clutch on the disengagement side is controlled to be in a so-called slip state, and the shift control is performed in that state, so that the wear of the clutch progresses and the durability decreases. There is a possibility.
- the present invention has been made paying attention to the above technical problem, and can reduce a shift shock at the time of clutch-to-clutch shift, and simplifies the control when the requested drive amount changes during the shift. It is an object of the present invention to provide a shift control device that can perform this.
- the present invention provides a transmission in which a plurality of shift stages are set according to the engagement and release states of a plurality of engagement mechanisms capable of continuously changing torque capacity.
- the other engagement mechanism is connected to the output side of the power source and gradually decreases the torque capacity of the predetermined engagement mechanism so as to release the predetermined engagement mechanism and engages the other engagement mechanism.
- the input shaft of the transmission is based on a drive request amount by a driver
- the output shaft torque of the transmission based on the torque, the input shaft angular acceleration of the transmission, the output shaft angular acceleration of the transmission, and the torque sharing rate of the engagement side engagement mechanism and the release side engagement mechanism Target value
- the output shaft torque calculation means to be obtained, the output shaft torque target value, the input shaft angular acceleration of the transmission, the output shaft angular acceleration of the transmission, and the torque of the engagement side engagement mechanism and the release side engagement mechanism
- Torque capacity calculation means for obtaining the torque capacity of the engagement-side engagement mechanism and the release-side engagement mechanism in the torque phase and inertia phase in the clutch-to-clutch shift based on the sharing ratio. It is characterized by.
- the present invention provides the output shaft torque target value, the input shaft angular acceleration of the transmission, the output shaft angular acceleration of the transmission, and the torque sharing rate of the engagement side engagement mechanism and the release side engagement mechanism. Based on the above, it is possible to further include power source torque calculating means for obtaining a torque request value of the power source in the torque phase and the inertia phase in the clutch-to-clutch shift.
- the power source torque calculation means includes the output shaft torque target value, the input shaft angular acceleration of the transmission, the output shaft angular acceleration of the transmission, the engagement side engagement mechanism and the release.
- the calculation means includes a power source output torque based on a driving request amount by a driver, an input shaft angular acceleration of the transmission, an output shaft angular acceleration of the transmission, an engagement side engagement mechanism, and a release side engagement mechanism.
- the torque capacity of the engagement-side engagement mechanism and the disengagement-side engagement mechanism includes the output shaft torque target value, the input shaft angular acceleration of the transmission, and the output shaft angular acceleration of the transmission.
- the relationship between the torque sharing rates of the engagement-side engagement mechanism and the release-side engagement mechanism can be determined based on another relational expression derived from the equation of motion for the transmission. .
- the target torque capacity of each engagement mechanism in the process from the torque phase of clutch-to-clutch shift to the inertia phase is based on an arithmetic expression using the output shaft torque target value as a variable. Therefore, the target torque capacity in the engagement mechanism on the engagement side and the target torque capacity in the engagement mechanism on the release side change continuously, and as a result, a situation such as a sudden change in drive torque occurs. Therefore, it is possible to reduce the shift shock in the clutch-to-clutch shift or to prevent the shift shock.
- the output shaft torque target value changes accordingly.
- the target torque capacity of each engagement mechanism during the shift is determined based on the output shaft torque target value.
- the torque capacity of each engagement mechanism is suitable for the changed drive request amount.
- the calculation for obtaining the torque capacity of each engagement mechanism is not particularly changed before and after the change in the drive request amount. In other words, it is only necessary to continue the previous calculation, and it is not necessary to prepare data according to the change in the required amount of drive, so it is necessary for designing or manufacturing by reducing the number of data and maps prepared in advance. Man-hours can be reduced.
- a vehicle that is a subject of the present invention is a vehicle that includes an automatic transmission that performs clutch-to-clutch shift. This is schematically shown in a block diagram as shown in FIG. 3, and the automatic transmission 3 is connected to the output side of the power source 1 via the input shaft 2.
- the power source 1 is constituted by an internal combustion engine such as a gasoline engine or a diesel engine or a motor, or is a hybrid type power source combining an internal combustion engine and a motor.
- the power source 1 is configured such that at least the output torque is electrically controlled.
- an electronic throttle valve is provided, the throttle opening is electrically controlled to set an output torque according to the intake air amount, and ignition timing retard control or advance control is performed. And the output torque is temporarily changed to be larger or smaller.
- a device that generates torque input to the automatic transmission 3 is used as a power source. Therefore, in the case of a vehicle equipped with a torque converter, the torque converter is included in the power source.
- the automatic transmission 3 sets a predetermined shift stage by engaging a predetermined engagement mechanism C1, releases the engagement mechanism C1, and changes the other engagement mechanism C2 from the released state to the engaged state.
- the transmission is configured such that another gear is set by switching.
- the engaging mechanisms C1 and C2 are either a clutch mechanism that connects and rotates the members that rotate together, and a brake that connects the rotating member to a predetermined fixing portion or a brake that releases the connection. There may be. Therefore, the automatic transmission 3 is a stepped transmission. It should be noted that not all shifts over the settable gear ratio need be clutch-to-clutch shifts, and at least one shift may be a clutch-to-clutch shift.
- the automatic transmission 3 includes a hydraulic circuit in which the hydraulic pressure is controlled by a plurality of electromagnetic valves.
- the electromagnetic valve switches the oil path using the electromagnetic valves to execute a shift, and the clutch in the shifting process.
- the torque capacity of the clutch and the torque capacity of the clutch when the gear position is set are controlled by an electromagnetic valve.
- the torque output from the output shaft 4 of the automatic transmission 3 is transmitted to the differential 5 constituting the final reduction gear, and the drive torque is transmitted from the differential 5 to the left and right drive wheels 6. Yes.
- An electronic control unit (ECU) 7 for controlling the power source 1 and the automatic transmission 3 is provided.
- the electronic control unit 7 may be a combination of a control unit for the power source 1 and a control unit for the automatic transmission 3, or configured to output a control signal to these control units. It may be.
- the electronic control unit 7 is mainly composed of a microcomputer, performs calculations based on various maps and data stored in advance, programs, and various data input from the outside, and controls the calculation results.
- a command signal is output to the power source 1 and the automatic transmission 3.
- the map defines control target values corresponding to various parameters through experiments, simulations, etc., shift diagram for determining the gear position, driving force map for determining driving force according to the driver's request, output It is a map of the target value of the angular acceleration of the axis
- Examples of signals input from the outside include the vehicle speed V, the accelerator opening Acc, and the speed ratio ⁇ set in the automatic transmission 3.
- FIG. 1 is a flowchart for explaining an example of the control.
- step S1 it is determined whether or not clutch-to-clutch shift is being executed, in other words, whether clutch-to-clutch shift is judged. It is determined whether or not (step S1).
- the determination of the shift is performed based on data representing the driving state of the vehicle such as the required driving amount represented by the accelerator opening degree Acc and the like and the vehicle speed, and a shift diagram prepared in advance.
- a determination that a shift should be made is established. If the shift thus determined is a shift from a shift stage set by engaging a predetermined clutch to a shift stage that releases the clutch and engages another clutch, the clutch-to-clutch A shift determination is established.
- step S2 If the determination of the clutch-to-clutch shift is not established and a negative determination is made in step S1, the routine of FIG. 1 is temporarily terminated without performing any particular control.
- step S2 the power source torque requested by the driver is read (step S2).
- the required driving force when the accelerator is operated at a predetermined vehicle speed should be determined as a driving characteristic or driving performance of the vehicle, and can be prepared in advance as a map. Therefore, the vehicle speed V and the accelerator opening can be prepared.
- the required driving force can be obtained from the map using the degree Acc as an argument. That is, the power source torque read in step S2 may be the current power source torque estimated value.
- the target output of the power source 1 is obtained.
- the rotational speed of the power source 1 is obtained based on predetermined constants such as the vehicle speed V, the gear ratio ⁇ , and the gear ratio of the differential 5
- the power source torque is obtained by dividing the target output by the rotational speed of the power source 1. Is obtained.
- step S2 the power source torque thus obtained is referred to.
- the angular acceleration of the output shaft 4 is read (step S3). Since the output shaft 4 is connected to the drive wheel 6 via the differential 5, the angular acceleration of the output shaft 4 corresponds to the acceleration of the vehicle, and therefore is obtained based on the change rate of the detected value corresponding to the vehicle speed V. be able to. More specifically, the rotational speed of the output shaft 4 is measured by a rotational speed sensor built in the automatic transmission 3, and the angular acceleration is obtained by performing signal processing such as differentiation processing on the measured value.
- the start of the inertia phase is determined (step S4).
- This determination may be performed in the same manner as the determination performed in the conventional automatic transmission.
- the input shaft rotational speed is determined in advance from the rotational speed obtained from the speed ratio before shifting and the vehicle speed (or output shaft rotational speed). It may be performed by detecting that the rotational speed exceeds the determination reference rotational speed.
- the target value of the angular acceleration of the input shaft 2 is calculated (step S5).
- Shifting means that the rotational speed or output shaft torque of the input shaft 2 or the power source 1 changes to a value determined by the speed ratio after the shifting, and if these changes occur suddenly, the shift shock worsens, and vice versa. If these changes take a long time, there is a possibility that the speed change response will deteriorate and the driver will feel uncomfortable, or the durability of the engagement mechanism will be reduced. Therefore, normally, a so-called shift time until the shift is completed is determined, and control is performed so that the change in the input shaft rotation speed and the change in the output shaft torque are completed during that time.
- the input shaft rotational speed changes from the rotational speed determined by the speed ratio before the shift and the vehicle speed to the rotational speed determined by the speed ratio after the shift and the vehicle speed, and the rotational speed change occurs within a predetermined shift time. Therefore, the target value of the angular acceleration can be obtained based on the amount of change in the rotation speed and the shift time.
- This input shaft angular acceleration target value may be prepared in advance as a map according to the vehicle speed V, each shift pattern, or the like, and may be calculated using the map.
- the torque sharing rate in each clutch is calculated (step S6).
- the torque sharing rate xlow of the low speed side clutch gradually decreases from “1” to “0” in relation to the torque sharing rate xhi of the high speed stage clutch engaged at the high speed stage, and The torque sharing ratio xhi gradually increases from “0” to “1”. Accordingly, the torque sharing ratio xhi of the high speed side clutch can be expressed by “1-x”, and the torque sharing ratios xlow and xhi during clutch-to-clutch shift are the torque sharing ratio x determined from the configuration of the gear train. Can be calculated based on
- a target value (target output shaft torque) of the output shaft torque is calculated (step S7). The calculation will be described later.
- a torque request value and a clutch torque request value for the power source 1 during the shift are calculated (step S8).
- the calculation will be described in detail.
- the equation of motion of the automatic transmission 3 at the time of shifting transition is expressed as the following known formula (1).
- ⁇ t dot (d ⁇ t / dt) is the input shaft angular acceleration target value calculated in step S5
- ⁇ o dot (d ⁇ o / dt) is the output shaft angular acceleration calculated in step S3
- Tt is the power source torque obtained in step S2
- Tclow is the torque of the clutch engaged at the low speed gear before or after the shift
- Tchi is before the shift or
- Each of the torques a1, a2, b1, b2, c1, c2, d1, and d2 of the clutch engaged at the high speed side gear stage after the shift is a constant in the equation of motion of the gear train in the target automatic transmission 3. It is a value that can be obtained in advance. More specifically, it can be calculated based on the gear ratio, the inertia moment of the rotating member such as each rotating shaft, and the state of engagement or release of the engagement mechanism.
- the low speed stage clutch torque Tclow is gradually decreased as the shift starts and progresses, and in parallel with this, the high speed stage clutch torque Tchi is gradually increased.
- the relationship between the torques of the respective clutches in the shift transition state is in accordance with the torque sharing rate described above. Therefore, when the low-speed stage clutch torque Tclow and the high-speed stage clutch torque Tchi are expressed using the torque sharing ratio x described above, the following expressions (3) and (4) are obtained.
- the required clutch torque amount on the engagement side and the release side in the torque phase and the inertia phase in the clutch-to-clutch shift and the power source torque can be calculated by the following equation (5).
- step S7 that is, calculation of the target output shaft torque
- the calculation in step S7 that is, calculation of the target output shaft torque.
- the output shaft torque target value To can be calculated. According to the equation (6), it is possible to set a target output shaft torque that does not require a variation in the power source torque Tt. Further, an arbitrary target output shaft torque may be set. In that case, the power source torque Tt must be changed.
- the request values Tt, Tchi, Tclow obtained as described above are output as control command values to control the power source torque (step S9), and the release side clutch torque and the engagement side clutch torque are controlled. (Step S10).
- the power source torque can be controlled by retarding the ignition timing or controlling the throttle opening for a gasoline engine, and each clutch torque can be controlled by engaging each clutch. This can be done by controlling the hydraulic pressure.
- FIG. 2 schematically shows a change in each clutch torque request value when the shift control described above is performed.
- FIG. 2 is a time chart showing a change in each clutch torque request value at the time of power-on upshift, and the release side clutch torque request value starts to decrease at time t1 as the shift determination is established, and Accordingly, the required clutch torque request value starts to increase. That is, the torque sharing rate xlow of the low speed side clutch gradually decreases from “1”, and the torque sharing rate xhi of the high speed side clutch gradually increases from “0”.
- the input shaft rotational speed target value is set so as to maintain the input shaft rotational speed
- the output shaft torque target value is the value obtained by the above equation (6).
- the target value of the output shaft torque increases as the drive request amount increases.
- the release side clutch torque request value and the engagement side clutch torque request value are determined based on the target value of the output shaft torque.
- the release side clutch torque request value changes with the change. Such a change is that the value changes as a result of a calculation similar to the previous calculation, and causes a delay unlike control such as reading the decreasing gradient of the release side clutch torque request value from a map or the like.
- the engagement-side clutch torque request amount also increases as the output shaft torque target value increases. This is because the torque sharing rate is maintained.
- the clutch torque on the engagement side (high speed stage side) further increases and the clutch torque on the release side (low speed stage side) further decreases, so that the rotational speed of the rotating member including the power source 1 is increased.
- the determination of the start of the inertia phase is established (at time t3). Accordingly, the target value of the output shaft torque is changed by the amount of inertia torque.
- the rotational speed decreases, so that the output shaft torque target value is increased by the amount of inertia torque.
- the clutch side and the power source torque are obtained and controlled in the inertia phase by the same calculation formula as in the torque phase.
- the torque request value changes smoothly before and after the start point t3 of the inertia phase, and becomes zero after the inertia phase starts.
- FIG. 2 shows, in broken lines, changes in clutch torque required amounts on the disengagement side and the engagement side when the control described in Japanese Patent Application Laid-Open No. 2008-51186 cited as the prior art is performed. As indicated by the broken line, since the release side clutch torque request amount is conventionally zeroed at the start of the inertia phase, the engagement side clutch torque request amount suddenly increases accordingly. A shock occurs.
- the present invention can perform shift control in the same way as the above-described control and can alleviate shift shock regardless of whether the power is on or off, and upshift or downshift.
- the predicted shift control value according to the present invention it is possible to obtain each clutch torque and power source torque by using a common arithmetic expression for upshift and downshift, thus simplifying the arithmetic unit, control software, etc. can do.
- the functional means for executing the control in step S7 in FIG. 1 or the electronic control device 7 described above corresponds to the output shaft torque calculating means in the present invention.
- the functional means for executing the control in step S8 or the electronic control device 7 described above corresponds to the driving force source torque calculating means in the present invention.
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Abstract
Description
Claims (4)
- トルク容量を連続的に変化させることのできる複数の係合機構の係合および解放の状態に応じて複数の変速段が設定される変速機が動力源の出力側に連結され、所定の係合機構を解放するように該所定の係合機構のトルク容量を次第に低下させるとともに他の係合機構を係合させるように該他の係合機構のトルク容量を次第に増大させることにより所定の変速段から他の変速段に切り替えられるクラッチ・ツウ・クラッチ変速を行う車両の変速制御装置において、
運転者による駆動要求量に基づく前記変速機の入力軸トルクと、前記変速機の入力軸角加速度と、前記変速機の出力軸角加速度と、係合側係合機構および解放側係合機構のトルク分担率とに基づいて前記変速機の出力軸トルク目標値を求める出力軸トルク算出手段と、
その出力軸トルク目標値と、前記変速機の入力軸角加速度と、前記変速機の出力軸角加速度と、係合側係合機構および解放側係合機構のトルク分担率とに基づいて、前記クラッチ・ツウ・クラッチ変速におけるトルク相およびイナーシャ相での前記係合側係合機構および解放側係合機構のトルク容量を求めるトルク容量算出手段と
を備えていることを特徴とする車両の変速制御装置。 - 前記出力軸トルク目標値と、前記変速機の入力軸角加速度と、前記変速機の出力軸角加速度と、係合側係合機構および解放側係合機構のトルク分担率とに基づいて、前記クラッチ・ツウ・クラッチ変速におけるトルク相およびイナーシャ相での前記動力源のトルク要求値を求める動力源トルク算出手段を更に備えていることを特徴とする請求項1に記載の車両の変速制御装置。
- 前記動力源トルク算出手段は、前記出力軸トルク目標値と、前記変速機の入力軸角加速度と、前記変速機の出力軸角加速度と、係合側係合機構および解放側係合機構のトルク分担率との関係を定める、前記変速機についての運動方程式から導出された関係式に基づいて前記動力源のトルク要求値を求める手段を含み、
前記出力軸トルク算出手段は、運転者による駆動要求量に基づく動力源出力トルクと、前記変速機の入力軸角加速度と、前記変速機の出力軸角加速度と、係合側係合機構および解放側係合機構のトルク分担率とを使用して前記関係式から前記出力軸トルク目標値を求める手段を含む
ことを特徴とする請求項2に記載の車両の変速制御装置。 - 前記トルク容量算出手段は、前記出力軸トルク目標値と、前記変速機の入力軸角加速度と、前記変速機の出力軸角加速度と、係合側係合機構および解放側係合機構のトルク分担率との関係を定める、前記変速機についての運動方程式から導出された他の関係式に基づいて前記係合側係合機構および解放側係合機構のトルク容量を求める手段を含むことを特徴とする請求項1ないし3のいずれかに記載の車両の駆動力制御装置。
Priority Applications (5)
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PCT/JP2012/061726 WO2013168226A1 (ja) | 2012-05-08 | 2012-05-08 | 車両の変速制御装置 |
CN201280072974.XA CN104285083B (zh) | 2012-05-08 | 2012-05-08 | 车辆的变速控制装置 |
US14/398,605 US9333973B2 (en) | 2012-05-08 | 2012-05-08 | Speed change control system for vehicles |
DE112012006344.9T DE112012006344B8 (de) | 2012-05-08 | 2012-05-08 | Drehzahlveränderungssteuersystem für Fahrzeuge |
JP2014514276A JP5928580B2 (ja) | 2012-05-08 | 2012-05-08 | 車両の変速制御装置 |
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US9815473B2 (en) * | 2014-01-30 | 2017-11-14 | Ford Global Technologies, Llc | Manual transmission clutch control using driveline measurements |
JP6845043B2 (ja) * | 2017-03-02 | 2021-03-17 | トヨタ自動車株式会社 | 車両の変速制御装置 |
KR102391009B1 (ko) * | 2017-09-25 | 2022-04-27 | 현대자동차주식회사 | 차량의 클러치 제어방법 |
CN110939730A (zh) * | 2019-12-29 | 2020-03-31 | 盛瑞传动股份有限公司 | 一种自动变速箱扭矩交换阶段离合器的控制方法 |
DE102020117931B3 (de) | 2020-07-07 | 2021-10-07 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Verfahren und elektrischer Flugsteuerungsaktuator mit Einrichtungen zum Erfassen von Fehlern und Abnutzung des Flugsteuerungsaktuators |
JP2023153702A (ja) * | 2022-04-05 | 2023-10-18 | マツダ株式会社 | 車両の変速制御装置 |
CN114559943B (zh) * | 2022-04-15 | 2024-04-26 | 安徽华菱汽车有限公司 | 车辆及其amt副箱行车掉档恢复控制方法、***和装置 |
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