WO2014181387A1 - 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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- WO2014181387A1 WO2014181387A1 PCT/JP2013/062819 JP2013062819W WO2014181387A1 WO 2014181387 A1 WO2014181387 A1 WO 2014181387A1 JP 2013062819 W JP2013062819 W JP 2013062819W WO 2014181387 A1 WO2014181387 A1 WO 2014181387A1
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- speed
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- control
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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
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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
- F16H61/02—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 characterised by the signals used
- F16H61/0202—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 characterised by the signals used the signals being electric
- F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/18—Propelling the vehicle
- B60Y2300/18008—Propelling the vehicle related to particular drive situations
- B60Y2300/18066—Coasting
- B60Y2300/18083—Coasting without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
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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
- F16H61/02—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 characterised by the signals used
- F16H61/0202—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 characterised by the signals used the signals being electric
- F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
- F16H2061/0218—Calculation or estimation of the available ratio range, i.e. possible gear ratios, e.g. for prompting a driver with a display
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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
- F16H61/02—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 characterised by the signals used
- F16H61/0202—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 characterised by the signals used the signals being electric
- F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
- F16H2061/0234—Adapting the ratios to special vehicle conditions
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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
- F16H2061/0481—Smoothing ratio shift during range shift from drive (D) or reverse (R) to neutral (N)
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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
- F16H2061/0488—Smoothing ratio shift during range shift from neutral (N) to drive (D)
Definitions
- the present invention relates to an apparatus for controlling a gear stage of a vehicle, and more particularly to an apparatus for performing control when a predetermined gear stage is set from a neutral state where no gear stage is set by a transmission during traveling. .
- the automatic transmission mounted on the vehicle is set to a predetermined gear according to the traveling state determined by the vehicle speed, the accelerator opening, and the like.
- the gear stage is set so that a driving force source such as an engine can be operated with as good energy efficiency as possible, and the driving request expressed by the accelerator opening degree is satisfied. Therefore, for example, when the accelerator pedal is returned for deceleration, the engine is forcibly driven by the running inertial force of the vehicle, and the power loss generated at the driving force source at that time acts as a braking force.
- the deceleration intended by the driver can be performed.
- the operation to return the accelerator pedal is not necessarily intended to decelerate, and there is a case where the accelerator pedal is returned without intention to decelerate or to maintain the vehicle speed.
- the power loss caused by the power source becomes a factor of deterioration of fuel consumption.
- control is performed so that the transmission is in a neutral state during so-called inertia traveling where acceleration operation or driving force increase operation is not performed.
- the neutral control is basically control that cuts off the transmission of power between the power source such as the engine and the drive wheels.
- the neutral state is set by opening the engagement mechanism.
- inertia for example, when the accelerator pedal is depressed, the released engagement mechanism is engaged to return from the neutral state, and the accelerator opening, vehicle speed, etc.
- the gear stage determined from is set.
- the present invention has been made paying attention to the above technical problems, and is intended to improve the shift response when shifting from a so-called neutral coasting state to a traveling state in which a gear stage corresponding to a driving request is set. It is the purpose.
- the present invention is equipped with an automatic transmission in which a gear stage is set based on data indicating a traveling state including at least a drive request amount, and is used in advance to permit inertial traveling during traveling.
- a vehicle transmission control device for setting a neutral state in which an engagement mechanism that is engaged to set a predetermined gear stage in the automatic transmission is released and power is not transmitted when a predetermined condition is established.
- the neutral condition is canceled when the inertial traveling is performed in the neutral state, the neutral state is canceled and the target gear stage based on the drive request amount is set.
- the virtual gear stage having an input rotational speed close to the input rotational speed of the automatic transmission is determined by a vehicle speed at the time of obtaining the virtual gear stage and a gear stage that can be set by the automatic transmission.
- the second shift to the gear is started to be controlled.
- the virtual gear stage is the neutral state at the time of obtaining the virtual gear stage among the revolution speeds obtained as a product of the output speed of the automatic transmission corresponding to the vehicle speed and the gear ratio.
- a gear stage having a gear ratio that is close to the input rotational speed of the automatic transmission and smaller than the input rotational speed can be provided.
- the virtual gear stage is a gear stage that matches the current gear stage or a gear stage at a higher speed than the current gear stage
- another gear stage different from the virtual gear stage is provided.
- the first gear may be configured as the gear before shifting.
- the gear stage before the shift can be a gear stage one speed lower than the virtual gear stage.
- the virtual gear stage matches the current gear stage.
- the pre-shift gear stage in the first shift is not set as the virtual gear stage, and the other gear stage one speed lower than the virtual gear stage is set as the pre-shift gear stage. Adopt as.
- the present invention is directed to an automatic transmission that is mounted on a vehicle that is controlled to coast in a neutral state when a predetermined condition is satisfied when traveling at a vehicle speed that is equal to or higher than a predetermined vehicle speed.
- a shift control device The automatic transmission has a plurality of engagement mechanisms such as clutches and brakes, and a stepped automatic type in which a plurality of gear stages are set by appropriately engaging and releasing these engagement mechanisms. It is a transmission. Therefore, the neutral state is set by releasing any one or two of the engaging mechanisms engaged to set a predetermined gear stage.
- the predetermined condition (execution condition) for executing this N coasting is, for example, that the vehicle speed is equal to or higher than a predetermined vehicle speed, and that the accelerator pedal is returned and the accelerator opening is close to “0”.
- the brake pedal is not depressed, the rate of decrease in the accelerator opening and the rate of decrease in the depression force of the accelerator pedal are greater than a predetermined value, and the distance between the vehicle and the vehicle ahead is greater than a predetermined distance. That is, the steering angle is not more than a predetermined angle determined by design.
- the above condition may be added, for example, that the charging capacity (SOC) of the power storage device is not less than a predetermined amount and charging is not necessary. .
- FIG. 9 is a skeleton diagram showing an example of an automatic transmission that can be used in the present invention.
- the example given here is a transmission capable of setting six forward gears and one reverse gear.
- a gear train composed mainly of two sets of planetary gear mechanisms is arranged.
- the torque converter 1 has the same configuration as that conventionally known.
- a pump impeller 2 is connected to an engine (not shown), and a turbine runner 3 is connected to an input shaft 4.
- Two sets of planetary gear mechanisms constituting the gear train are a single pinion type planetary gear mechanism 5 and a Ravigneaux type planetary gear mechanism 6.
- the single-pinion type planetary gear mechanism 5 is capable of rotating and revolving a sun gear 5S, a ring gear 5R disposed concentrically with the sun gear 5S, and a pinion gear 5P engaged with the sun gear 5S and the ring gear 5R. Holding carrier 5C.
- the sun gear 5S is connected to the input shaft 4.
- a first brake B1 for stopping the rotation of the carrier 5C and a third brake B3 for stopping the rotation of the ring gear 5R are provided. These brakes B1 and B3 correspond to the engagement mechanism in the present invention, and are constituted by, for example, wet multi-plate brakes.
- the Ravigneaux type planetary gear mechanism 6 is disposed on the same axis as the single pinion type planetary gear mechanism 5 and includes a first sun gear 6S16 and a second sun gear 6S2.
- a ring gear 6R is arranged concentrically with these sun gears 6S1S, 6S2, and a first pinion gear 6P1 and a second pinion gear 6P2 meshing with each other are arranged between the first sun gear 6S1 and the ring gear 6R. ing.
- the first pinion gear 6P1 is also engaged with the first sun gear 6S1
- the second pinion gear 6P2 is also engaged with the ring gear 6P.
- the second sun gear 6S2 is meshed with the second pinion gear 6P2.
- the first and second pinion gears 6P1 and 6P2 are held so that they can rotate and revolve by the carrier 6C. Therefore, the first sun gear 6S1, the ring gear 6R and the carrier 6C constitute a double pinion type planetary gear mechanism, and the second sun gear 6S2, the ring gear 6R and the carrier 6C constitute a single pinion type planetary gear mechanism. .
- the first sun gear 6S1 is connected to the carrier 5C in the single pinion type planetary gear mechanism 5, and the rotation of the first sun gear 6S1 is stopped by the first brake B1 described above. Further, the carrier 6C is an output element, and the output gear 7 is provided integrally with the carrier 6C.
- a first clutch C1 for connecting the second sun gear 6S2 and the input shaft 4 is disposed. Further, a second clutch C2 is provided between the ring gear 6R and the input shaft 4 for connecting them. Further, a second brake B2 for fixing the ring gear 6R is provided. A one-way clutch F1 is provided in parallel with the second brake B2, and when a torque that rotates in a direction opposite to the input shaft 4 acts on the ring gear 6R, the one-way clutch F1 is engaged and the ring gear 6R It is configured to stop rotation.
- the first clutch C1, the second clutch C2, and the second brake B2 can be constituted by a wet multi-plate clutch or a multi-plate brake, similarly to the first brake B1 and the third brake B3 described above.
- FIG. 10 collectively shows the parking (P) range, reverse (R) range, neutral (N) range positions, and engagement mechanisms that are engaged and released at the first to sixth speeds. is there.
- “ ⁇ ” marks indicate engagement
- “X” marks indicate release.
- the thick frame indicates that the clutch is released when N coasting.
- the control for setting each position and gear stage in the automatic transmission shown in FIG. 9 is the same as the control in the conventionally known automatic transmission, and parking (P) is performed when the driver operates a shift device (not shown).
- Range, reverse (R) range, and neutral (N) range positions are selected, and by selecting the drive (D) range, gears for forward travel are selected.
- the first to sixth gears shown in FIG. 10 are set based on the traveling state of the vehicle.
- the shift control unit ECU for controlling the automatic transmission is configured mainly with a microcomputer, and determines in advance a relationship between data indicating a vehicle running state such as a vehicle speed and an accelerator opening and a gear to be set.
- a shift map (shift map) is provided, and the gear stage is determined based on the input data indicating the running state and the shift map.
- the output speed of the automatic transmission is adopted as the vehicle speed. More specifically, the speed of the output gear 7 is detected by a sensor (not shown), and the detection is performed.
- a signal is input to the shift control unit ECU.
- the gear ratio is a ratio between the input rotational speed and the output rotational speed No of the automatic transmission, and the input rotational speed is, for example, the rotational speed Nt of the turbine runner 2 or the input shaft 4 described above.
- the shift control unit ECU executes shift control for setting a predetermined gear stage based on data indicating a driving state such as an accelerator opening degree during driving and a driving state such as a vehicle speed. Is done.
- the neutral state is set when a predetermined condition is satisfied.
- the control is control called N coasting control, and is control for cutting off torque transmission between a driving force source such as an engine and driving wheels and causing the vehicle to coast.
- the execution conditions of this control are, for example, that the vehicle speed is equal to or higher than a predetermined vehicle speed, that the requested drive amount such as the accelerator opening is “0” or less than a predetermined value, that the brake is not operated, and that the hybrid vehicle Then, the storage capacity (SOC: State of charge) is a predetermined amount or more.
- the N coasting control execution condition is that it is not necessary for the engine to output power, and it is not necessary to act on the power loss due to the pumping loss as a braking force.
- the neutral state is essentially a state in which the transmission of torque between the engine and the drive wheels is cut off.
- the torque is transmitted at a predetermined gear stage. It is set by releasing the clutch.
- the engine is controlled to an idling state or to a stopped state.
- the clutch to be released is referred to as an N coasting clutch, and is shown surrounded by a thick frame in FIG. Therefore, the N coasting clutch is released when the aforementioned execution condition for N coasting control is satisfied, and is engaged when the execution condition is not satisfied.
- the accelerator pedal is depressed during N coasting, the above execution condition is not satisfied, and accordingly, engaging the N coasting clutch is referred to as returning from N coasting, and the control is a return control. May be called.
- the vehicle speed changes due to wind pressure resistance, road load or friction loss of the vehicle itself. For example, on flat roads and uphill roads, the vehicle speed gradually decreases, and on downhill roads with a small downward slope, the acceleration force and resistance force due to gravity are balanced and the vehicle speed is maintained. Increase.
- the output speed No of the automatic transmission changes accordingly. Therefore, even if the required drive amount such as the accelerator opening does not change, the gear stage ( Hereinafter, it may be referred to as a current gear stage), and an engagement mechanism such as a brake is engaged or released so as to achieve the gear stage. In that case, the N coasting clutch is maintained in the released state.
- the accelerator opening is less than a predetermined value, so that the engine speed changes due to the accelerator opening.
- the engine speed may change with the driving of auxiliary equipment such as driving an air compressor (not shown) for air conditioning.
- the speed change control device ECU When returning from N coasting, the engagement mechanism corresponding to the traveling state changed during N coasting as described above is engaged. If the return from the N coasting is, for example, a return caused by operating the accelerator pedal, the return control from N coasting and the shift control resulting from the accelerator operation are executed.
- the speed change control device ECU according to the present invention has a configuration for executing such superposition or continuous two controls as described below.
- FIG. 1 is a flowchart for explaining an example of the control, and the routine shown here is repeatedly executed every predetermined short time while the vehicle is traveling.
- the routine shown here is repeatedly executed every predetermined short time while the vehicle is traveling.
- step S1 it is first determined whether or not the N coasting clutch is engaged.
- “being engaged” includes that the determination to engage the clutch that has been released to perform N coasting is established, and that the engagement control is started. Therefore, this determination may be replaced with a determination as to whether or not the determination of returning from N coasting has been established.
- step S2 If the determination in step S1 is affirmative, that is, if the determination to engage the released N coasting clutch is established, or if the engagement control is being executed, the virtual gear stage is obtained (Ste S2).
- This virtual gear stage is a gear stage obtained based on the input rotational speed (more specifically, the turbine rotational speed Nt) of the automatic transmission at the time of returning from N coasting.
- the vehicle is traveling and the output rotational speed No is a predetermined rotational speed, but one of the clutches C1 and C2 is opened, so that the traveling state is as in the case of normal control.
- the gear stage corresponding to is not determined.
- the gear ratio at each gear stage is determined by the configuration of the gear train, and the output rotational speed No is detected by a vehicle speed sensor or a rotational speed sensor (not shown). Therefore, the input rotation speed for each gear stage according to the vehicle speed when returning from N coasting can be obtained as the product of the output rotation speed No and the gear ratio of each gear stage.
- the turbine rotational speed Nt is a value that continuously changes in accordance with the state of warming up of the engine and the state of operation of auxiliary equipment (not shown) such as an air conditioning compressor. Therefore, the turbine rotation speed Nt often does not match the input rotation speed calculation value at any gear stage.
- a gear stage in which the input rotational speed calculation value is close to the turbine rotational speed Nt and smaller than the turbine rotational speed Nt is adopted as the virtual gear stage. That is, among the gear stages that can be set by the automatic transmission, a gear stage in which the product of the transmission gear ratio and the vehicle speed (or the output rotation speed of the automatic transmission) is close to the input rotation speed is set as the virtual gear stage.
- FIG. 2 This relationship is schematically shown in FIG.
- an oblique straight line indicates the turbine rotational speed Nt
- the turbine rotational speed Nt takes any value on this straight line depending on the operating state of the engine.
- the straight line indicating the turbine rotational speed Nt is inclined.
- a plurality of horizontal lines in FIG. 2 indicate the input rotational speed calculation value for each gear stage.
- FIG. 2 shows the input rotation speed calculation values for the third speed to the fifth speed, but the input rotation speed calculation values for the other shift stages can be similarly shown by horizontal lines.
- the gear stage that gives the calculated value is the virtual gear stage.
- the third speed is set as the virtual gear stage.
- the virtual gear stage first speed
- the virtual gear stage second speed
- the gear stage third speed
- gears listed here are “virtual gears” that are set during control, the actual automatic transmission can only be set up to “sixth gear”. Can be calculated. Similarly, for control, it is possible to assume the “0th stage” on the lower speed side than the “1st stage”.
- the shift control device is configured to execute control for returning from N coasting as shift control in an automatic transmission. For this purpose, first, a gear stage during N coasting is set as a virtual gear stage. Yes. Then, shift control from the virtual gear stage to the current gear stage is performed. Therefore, since the gear stage before the shift is determined by obtaining the virtual gear stage, a shift pattern is obtained based on the gear stage before the shift and the current gear stage described above in step S3. This shift pattern is a mode of shift control that is set based on the gear stage before and after the shift.
- the engagement mechanism to be engaged or released, the contents of the engagement control or release control, etc. are determined in advance. is there.
- the gear stage after the shift is the current gear stage described above.
- the current gear stage is a gear stage determined based on the traveling state such as the vehicle speed and the accelerator opening degree during N coasting and the shift map (shift diagram), and therefore, various gear stages are provided depending on the vehicle speed. Therefore, the virtual gear determined as described above may coincide with the current gear.
- the shift control device of the present invention is configured to execute control for establishing a so-called first shift. An example thereof is shown in FIG. 3, and the example shown here is an example in which the gear stage before the shift in the so-called first shift is set to a gear stage on the low speed side by one stage.
- step S31 it is determined whether or not the virtual gear stage is larger than the current gear stage, that is, whether or not the virtual gear stage is a gear stage on the higher speed side than the current gear stage (step S31). If the determination in step S31 is affirmative, the above-described virtual gear stage is employed as the gear stage before the shift, and the current gear stage is employed as the gear stage after the shift (step S32). A shift pattern for executing a shift between the front and rear gears is employed. On the other hand, when a negative determination is made in step S31, that is, when the virtual gear stage is the same as the current gear stage or the low-speed side gear stage, the above-described virtual gear stage is used as the gear stage before the shift. The first gear and the low gear are used, the current gear is used as the gear after the gear change (step S33), and a gear shift pattern is used to execute the gear shift before and after the gear shift.
- step S31 it is determined whether or not the virtual gear stage is larger than the current gear stage, that is, whether or not
- step S4 it is next determined whether or not there is a shift instruction.
- the determination of the return from N coasting is established when an execution condition such as that the vehicle speed is equal to or higher than a predetermined value or that the accelerator is off is not satisfied. Therefore, depending on the conditions for returning from N coasting, the shift is executed simultaneously. For example, if the accelerator pedal is depressed during N coasting, the N coasting execution condition is not satisfied, so the vehicle will return from N coasting, and the accelerator pedal is depressed to increase the accelerator opening and the vehicle speed. If the gear determined based on the gear is lower than the current gear, a shift determination is established and a shift instruction is output.
- step S5 If a positive determination is made in step S4 due to the output of the shift instruction, that is, if the determination to execute the so-called second shift is established, the first shift based on the shift pattern obtained in step S3 described above, Shift during shifting (or multiple shift) with the so-called second shift determined in step S4 is executed (step S5).
- This multiple shift is a control in which a plurality of shift controls are overlapped and advanced. For example, before one shift control is completed (that is, during the first shift), the other shift (second shift) is started. In this control, a plurality of shift controls are advanced so that at least a part of the execution periods of both shift controls overlap.
- FIG. 4 shows an example in which the virtual gear stage and the current gear stage are the third speed and there is a shift instruction to the fourth speed, that is, the upshift during the upshift.
- a return instruction is output (at time t1), and at that time, the third speed is the current gear stage.
- the brake B3 is engaged, and the first clutch C1, which is an N coasting clutch, is released.
- the second clutch C2 is disengaged at the third speed.
- the engine idling speed is high due to the load of supplementary notes, or the engine opening ring speed is reduced by returning the accelerator pedal immediately after performing a kick-down operation that greatly depresses the accelerator pedal.
- the turbine rotation speed Nt is higher than the input rotation speed calculation value at the third speed, which is the current gear stage. In this state, a return instruction is issued.
- the pre-shifting gear stage in the first shift for returning from N coasting is the gear stage one speed lower than the virtual gear stage. (Virtual gear stage-1) and the second speed is the pre-shifting gear stage.
- the shift pattern executed based on the return instruction is an upshift from the second speed to the third speed. That is, since the third brake B3 is already engaged, control for engaging the first clutch C1 is first started.
- the engagement control since the first clutch C1 is constituted by a hydraulic multi-plate clutch, control for increasing the hydraulic pressure at a predetermined gradient is executed following the first fill.
- the first fill is a control for temporarily increasing the hydraulic pressure so as to close the gap (pack) generated in the first clutch C1 so that the torque capacity increases in accordance with the increase in hydraulic pressure. Further, the increase gradient of the hydraulic pressure after the first fill is predetermined by design so that no shift shock or engagement shock occurs and excessive slip does not occur.
- the turbine rotational speed Nt which is the input rotational speed of the automatic transmission, is the gear stage after the shift in the first shift described above (before the shift in the second shift). (Gear stage), the second shift control is started even during the hydraulic control of the first clutch C1 (that is, during the shift).
- the second speed change in the example described here is an upshift from the third speed to the fourth speed, and the fourth speed engages the first clutch C1 and the second clutch C2, and each brake. Is set to open. Therefore, at time t2, control for reducing the hydraulic pressure (B3 pressure) of the third brake B3 is started, and control for engaging the second clutch C2 is started.
- the release control of the third brake B3 is a control for temporarily reducing the hydraulic pressure command value to zero, maintaining the hydraulic pressure value at a low pressure immediately thereafter, and finally decreasing to zero.
- the engagement control of the second clutch C2 is performed by temporarily increasing the command value in the same manner as in the first fill described above, and then maintaining it at a low pressure, and then increasing it with a predetermined gradient. This is control to increase the maximum pressure such as pressure.
- the turbine rotation speed Nt exceeds the rotation speed at the third speed and decreases toward the rotation speed at the fourth speed.
- the hydraulic pressure of the first clutch C1 is maintained at a predetermined pressure, and is increased to the maximum pressure such as the line pressure as the period of maintaining the hydraulic pressure elapses. . That is, the control for shifting to the third speed is completed at the time when the second shifting to the fourth speed is being executed. In other words, the control of the second shift to the fourth speed is started before the shift control from the virtual gear stage to the current gear stage ends, and the first shift and the second shift are advanced simultaneously.
- the turbine speed Nt is the speed at the fourth speed (the output speed No and the fourth speed shift).
- the number of revolutions represented by the product of the ratio is reached, and the substantial shift is completed.
- the hydraulic pressure of the third brake B3 is then reduced to zero so that it is completely released.
- the hydraulic pressure (C2 side pressure) of the second clutch C2 is increased to the maximum pressure such as the line pressure after waiting for complete engagement. In this way, the second shift is completed.
- FIG. 5 shows an example in which the virtual gear stage is the third speed, the current gear stage is the fourth speed, and there is an instruction to shift to the third speed, that is, during the upshift that is the first shift.
- An example of starting a downshift as the second shift is shown.
- the virtual gear stage is a gear stage on the higher speed side than the current gear stage, as described with reference to FIG. 3 above, the pre-shift gear stage for the first shift is more than the virtual gear stage.
- the first gear, the lower gear that is, the second gear.
- a return instruction is output (time t11).
- the first shift in this case is a shift control in which the second speed, which is one speed lower than the virtual gear stage, is the pre-shift gear stage, and the fourth speed, which is the current gear stage, is the post-shift gear stage.
- the fourth speed is set by engaging the first and second clutches C1 and C2, and since each brake is released at the time point t11, the first speed is released by N coasting control. Engagement control of the clutch C1 is started.
- the control is the same as the control in the example shown in FIG.
- the turbine rotation speed Nt exceeds the rotation speed at the virtual gear stage and decreases toward the rotation speed at the fourth speed.
- the turbine rotational speed Nt decreases to the rotational speed at the third speed, which is a virtual gear stage
- the pre-shift gear stage is switched to the virtual gear stage.
- This second shift is a so-called clutch-to-clutch shift in which the second clutch C2 is released and the third brake B3 is engaged.
- the turbine rotational speed Nt is the rotational speed at the fourth speed, which is the post-shift gear stage in the first shift. Not reached. That is, also in the example shown in FIG. 5, the control of the second shift for setting the target gear stage is started in the middle of the control of the first shift returning from N coasting.
- the hydraulic pressure control for releasing the second clutch C2 may be performed similarly to the control for releasing the third brake B3 in the control example shown in FIG.
- the hydraulic pressure control for engaging the third brake B3 may be performed in the same manner as the control for engaging the second clutch C2 in the control example shown in FIG. Then, at time t13 when the torque capacity of the third brake B3 increases to some extent and the second clutch C2 is sufficiently released, the turbine speed Nt is the speed at the third speed (the output speed No and the third speed shift). The number of revolutions represented by the product of the ratio is reached, and the substantial shift is completed. Note that the hydraulic pressure of the second clutch C2 is subsequently reduced to zero so as to be completely released. Further, the hydraulic pressure of the third brake B3 is increased to the maximum pressure such as the line pressure after waiting for complete engagement. In this way, the second shift is completed.
- the example shown in FIG. 6 is an example in which an upshift as a second shift is started during a downshift as a first shift.
- the turbine speed Nt during N coasting is about the engine idle speed, and therefore the virtual gear stage is the sixth speed.
- the current gear stage is at the third speed, and therefore the third brake B3 is engaged and the first clutch C1, which is the N coasting clutch, is released.
- the target gear stage determined based on the accelerator opening degree that causes the return from N coasting is the fourth speed.
- the turbine rotational speed Nt increases toward the rotational speed at the fourth speed.
- the hydraulic pressure of the first clutch C1 is maintained at a predetermined pressure, and is increased to the maximum pressure such as the line pressure as the period of maintaining the hydraulic pressure elapses. . That is, the control for shifting to the third speed is completed at the time when the second shifting to the fourth speed is being executed. In other words, the control of the second shift to the fourth speed is started before the shift control from the virtual gear stage to the current gear stage ends, and the first shift and the second shift are advanced simultaneously.
- the turbine speed Nt is the speed at the fourth speed (the output speed No and the fourth speed shift).
- the number of revolutions represented by the product of the ratio is reached, and the substantial shift is completed.
- the hydraulic pressure of the third brake B3 is then reduced to zero so that it is completely released.
- the hydraulic pressure of the second clutch C2 is increased to the maximum pressure such as the line pressure after waiting for complete engagement. In this way, the second shift is completed.
- the example shown in FIG. 7 is an example in which the downshift that is the second shift is started during the downshift that is the first shift.
- the turbine speed Nt during N coasting is about the engine idle speed, and therefore the virtual gear stage is the sixth speed.
- the current gear stage is at the fourth speed because the vehicle speed is maintained to some extent, and therefore the second clutch C2 is engaged and the first clutch C1, which is the N coasting clutch, is released. Yes.
- the target gear stage determined on the basis of the accelerator opening that causes the return from N coasting is the third speed.
- the turbine rotational speed Nt gradually increases toward the rotational speed at the third speed. Then, when the hydraulic pressure of the first clutch C1 increases to about the hydraulic pressure at which the first clutch C1 can be almost completely engaged, and the turbine rotation speed Nt increases to about the rotation speed at the fifth speed (t32). At the time, a shift output of a downshift (second shift) from the fourth speed that is the current gear stage to the third speed that is the target gear stage is performed. Since the third speed is set by engaging the first clutch C1 and the third brake B3, the control for releasing the engaged second clutch C2 and engaging the third brake B3 is started. . These controls are the same as those in the control example shown in FIG.
- the turbine rotational speed Nt increases toward the rotational speed at the third speed.
- the hydraulic pressure of the first clutch C1 is maintained at a predetermined pressure, and is increased to the maximum pressure such as the line pressure as the period of maintaining the hydraulic pressure elapses. . That is, the control for shifting to the fourth speed ends at the time when the second shifting to the third speed is being executed. In other words, the control of the second shift to the third speed is started before the shift control from the virtual gear stage to the current gear stage is completed, and the first shift and the second shift are advanced simultaneously.
- the turbine speed Nt is the speed at the third speed (the output speed No and the third speed shift).
- the number of revolutions represented by the product of the ratio is reached, and the substantial shift is completed.
- the hydraulic pressure of the second clutch C2 is subsequently reduced to zero so as to be completely released.
- the hydraulic pressure of the third brake B3 is increased to the maximum pressure such as the line pressure after waiting for complete engagement. In this way, the second shift is completed.
- step S5 in FIG. 1 The multiple shift executed in step S5 in FIG. 1 is as described above.
- control for engaging the N coasting clutch is executed as the return control from N coasting (step S6).
- This engagement control is not control for shifting, but is control for simply supplying hydraulic pressure to the N coasting clutch for engagement.
- step S7 normal control is executed.
- This normal control is a control for setting a predetermined gear stage based on the traveling state such as the vehicle speed and the accelerator opening when N coasting is not being performed. In this state, the brake is engaged so as to set the gear stage based on the traveling state at that time in a state in which is opened.
- the shift control device executes the return from N coasting as the shift control by setting the virtual gear stage.
- the two shift controls of the first shift for return and the second shift for setting the target gear stage are simultaneously advanced. Therefore, the start of the second shift for setting the target gear can be started quickly without waiting for the end of the first shift, and as a result, the shift response is improved.
- FIG. 8 shows the engine speed Ne, the turbine speed Nt, and the respective engagements when downshifting is performed in association with returning from N coasting. It is a diagram which shows the change of the hydraulic pressure of a mechanism.
- FIG. 8A shows an example when the control according to the present invention is performed
- FIG. 8B shows an example when the control by the conventional apparatus is performed.
- the accelerator pedal is depressed when the N gear coasting is performed at the fifth gear
- the virtual gear is set to the sixth gear
- the target determined based on the accelerator opening and the vehicle speed is shown. This is an example when the gear stage is 4th gear.
- the fifth speed is set by engaging the second clutch C2 and the third brake B3.
- the second clutch C2 is an N coasting clutch and is released. Therefore, the control of supplying the hydraulic pressure Pc2 to the second clutch C2 and engaging it is started.
- the third brake B3 is released at the sixth speed, which is the virtual gear stage, the hydraulic pressure command value of the third brake B3 is associated with the execution of the first shift from the virtual gear stage to the fifth speed. Temporarily increases (at time t42).
- a so-called second shift toward the target gear stage is started, and the hydraulic pressure command value of the third brake B3 is gradually lowered thereafter.
- the torque capacity of the second clutch C2 is gradually increased.
- the hydraulic pressure Pb3 of the third brake B3 is decreased and the torque capacity is gradually decreased, so that the engine speed Ne and the turbine speed Nt are gradually increased. Increase.
- the turbine rotational speed Nt reaches the rotational speed at the fourth speed, which is the target gear stage.
- the hydraulic pressure command value of the first clutch C1 is increased to a value that supplies the maximum hydraulic pressure such as the line pressure, and accordingly, the torque capacity of the first clutch C1 further increases, causing the input torque at that time to slip. It will be in the engagement state which can transmit without it. That is, the fourth speed, which is the target gear stage, is achieved, and the shift is completed (at time t44). Since the first brake B1 is not involved in the shift, the hydraulic pressure Pb1 is set to a low pressure and maintained in the released state.
- the achievement of the target gear stage is greatly delayed. That is, when the accelerator pedal is depressed and the judgment of return from N coasting is established (time t51), the first shift for return is started at time t52 immediately thereafter. Since the first shift is a shift from the sixth speed, which is the virtual gear stage, to the fifth speed, which is the current gear stage, as described above, control for increasing the hydraulic pressure Pb3 of the third brake B3 and N coasting are being performed. The control is performed to engage the second clutch C2 that has been released.
- the turbine rotational speed Nt reaches the rotational speed at the fifth speed, but the downshift control from the sixth gear to the fifth speed, which is the virtual gear stage, is performed by returning from N coasting.
- the control is executed in the same manner as the control at the time of a normal shift other than the control for the control, and is executed according to a predetermined pattern. That is, the hydraulic pressure command value, the duration time, and the like are determined in advance, and it is assumed that the shift is completed after the control time has elapsed. Therefore, in the conventional control example shown in FIG. 8B, after the turbine rotational speed Nt reaches the rotational speed at the fifth speed, the first gear shift control is completed and the target gear stage is reached. The second shift is started.
- the time point is indicated as “t53” in FIG. 8B, and control is started to lower the hydraulic pressure Pb3 of the third brake B3 and release it, and the hydraulic pressure Pc1 of the first clutch C1 is increased. Control for engaging this is started. This control is also executed so that the command value and the actual oil pressure change in accordance with a predetermined pattern. Therefore, after the oil pressure command value of the first clutch C1 is increased to a value commanding the maximum pressure such as the line pressure. When the first clutch C1 is completely engaged, the second shift is completed (at time t54). Since the first brake B1 is not involved in the shift, the hydraulic pressure Pb1 is set to a low pressure and maintained in the released state.
- the present invention is not limited to the specific examples described above, and therefore the target automatic transmission may be a stepped transmission having a gear train other than the gear train shown in FIG.
- a method for determining the virtual gear stage for returning from N coasting an appropriate determination method can be adopted as necessary, and a gear stage whose input rotational speed calculation value is larger than the turbine rotational speed Nt is determined as the virtual gear stage. It is also possible. In short, what is necessary is just to be comprised so that the shift judgment for the return from N coasting may be materialized.
- the speed change control device of the present invention is configured to simultaneously advance speed change control for returning from N coasting and speed change control to a target gear stage determined based on an operation that causes the return. Therefore, the start of each shift may be simultaneous, or even if the start of each control is shifted in time, both controls proceed at the same time during the control. Also good.
- SYMBOLS 1 Torque converter, 4 ... Input shaft, 5 ... Single pinion type planetary gear mechanism, 6 ... Ravigneaux type planetary gear mechanism, B1 ... First brake, B3 ... Third brake, 7 ... Output gear, C1 ... First Clutch, C2 ... second clutch, B2 ... second brake, F1 ... one-way clutch, ECU ... shift control device.
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Abstract
Description
(i) Nt>(No×第1速変速比)の場合、仮想ギヤ段=第1速
(ii) Nt>(No×第2速変速比)の場合、仮想ギヤ段=第2速
(iii) Nt>(No×第3速変速比)の場合、仮想ギヤ段=第3速
(iv) Nt>(No×第4速変速比)の場合、仮想ギヤ段=第4速
(v) Nt>(No×第5速変速比)の場合、仮想ギヤ段=第5速
(vi) Nt>(No×第6速変速比)の場合、仮想ギヤ段=第6速
(vii)Nt≦(No×第6速変速比)の場合、仮想ギヤ段=第7速
とされる。なお、ここに挙げてあるギヤ段は制御の際に設定する「仮想ギヤ段」であるから、実際の自動変速機では「第6段」までしか設定できないとしても、制御上は「第7段」が想定して演算を行うことができる。同様に、制御上は、「第1段」より低速側の「第0段」を想定することも可能である。
Claims (4)
- 少なくとも駆動要求量を含む走行状態を示すデータに基づいてギヤ段が設定される自動変速機を搭載し、走行中に惰性走行を許可するための予め定めた所定の条件が成立することにより、前記自動変速機で所定のギヤ段を設定するために係合させる係合機構を開放して動力を伝達しないニュートラル状態を設定する車両の変速制御装置において、
前記ニュートラル状態で惰性走行している際に前記所定の条件が成立しなくなることにより前記ニュートラル状態を解消して前記駆動要求量に基づいた目標ギヤ段を設定する際に、前記ニュートラル状態での前記自動変速機の入力回転数に近い入力回転数となる仮想ギヤ段を、その仮想ギヤ段を求める時点の車速と前記自動変速機で設定可能なギヤ段での変速比とに基づいて求め、
前記ニュートラル状態を解消する際の前記走行状態を示すデータに基づいて設定されるべき現在ギヤ段とその仮想ギヤ段との間の第1の変速中に前記目標ギヤ段への第2の変速の制御を開始するように構成されている
ことを特徴とする車両の変速制御装置。 - 前記仮想ギヤ段は、前記車速に相当する前記自動変速機の出力回転数と前記変速比との積として求められる回転数のうち前記仮想ギヤ段を求める時点のニュートラル状態での前記自動変速機の入力回転数に近くかつその入力回転数より小さい回転数になる変速比のギヤ段であ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。
- 前記仮想ギヤ段が、前記現在ギヤ段に一致するギヤ段もくしは前記現在ギヤ段より高速側のギヤ段の場合に、前記仮想ギヤ段とは異なる他のギヤ段を変速前ギヤ段として前記第1の変速を行うように構成されていることを特徴とする請求項1または2に記載の車両の変速制御装置。
- 前記変速前ギヤ段は、前記仮想ギヤ段より1段低速側のギヤ段を含むことを特徴とする請求項3に記載の車両の変速制御装置。
Priority Applications (7)
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US14/889,557 US10221942B2 (en) | 2013-05-07 | 2013-05-07 | Shift control device for vehicle |
BR112015028185A BR112015028185A2 (pt) | 2013-05-07 | 2013-05-07 | dispositivo de controle de mudança para veículo |
JP2015515662A JP6037001B2 (ja) | 2013-05-07 | 2013-05-07 | 車両の変速制御装置 |
KR1020157031922A KR101740172B1 (ko) | 2013-05-07 | 2013-05-07 | 차량의 변속 제어 장치 |
PCT/JP2013/062819 WO2014181387A1 (ja) | 2013-05-07 | 2013-05-07 | 車両の変速制御装置 |
EP13883874.3A EP2995836B1 (en) | 2013-05-07 | 2013-05-07 | Shift control device for vehicle |
CN201380076400.4A CN105209798B (zh) | 2013-05-07 | 2013-05-07 | 车辆的变速控制装置 |
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KR (1) | KR101740172B1 (ja) |
CN (1) | CN105209798B (ja) |
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JP5741551B2 (ja) | 2012-10-24 | 2015-07-01 | トヨタ自動車株式会社 | 車両の走行制御装置 |
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JP2016183723A (ja) * | 2015-03-26 | 2016-10-20 | アイシン・エィ・ダブリュ株式会社 | 車両用駆動装置 |
JP2018053981A (ja) * | 2016-09-28 | 2018-04-05 | トヨタ自動車株式会社 | 車両の制御装置 |
JP2019100482A (ja) * | 2017-12-05 | 2019-06-24 | トヨタ自動車株式会社 | 車両の変速制御装置 |
JP2019158076A (ja) * | 2018-03-15 | 2019-09-19 | トヨタ自動車株式会社 | 車両の制御装置 |
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KR20150140768A (ko) | 2015-12-16 |
EP2995836B1 (en) | 2020-04-08 |
BR112015028185A2 (pt) | 2017-07-25 |
CN105209798A (zh) | 2015-12-30 |
US10221942B2 (en) | 2019-03-05 |
EP2995836A4 (en) | 2017-05-17 |
US20160084376A1 (en) | 2016-03-24 |
CN105209798B (zh) | 2017-04-26 |
KR101740172B1 (ko) | 2017-05-25 |
EP2995836A1 (en) | 2016-03-16 |
JPWO2014181387A1 (ja) | 2017-02-23 |
JP6037001B2 (ja) | 2016-11-30 |
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