JP2002021998A - Control device and control method of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve a shifting property of a vehicle by restraining fluctuation of output shaft torque accompanied with engine speed control during shift and by reducing torque difference when the shift is terminated. SOLUTION: At the time of shifting, an amount corresponding to a reduced torque of an output shaft during the shift is corrected, and a number of revolutions of an input shaft is controlled based on the corrected value corresponding to torque reduction. Further, based on the corrected value, a torque of the input shaft at the time of termination of the shift is adjusted.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control apparatus and a control method for a vehicle.

[0002]

2. Description of the Related Art Conventionally, in an automobile using a mechanism of a gear type transmission, a friction clutch is provided on a gear having a minimum speed ratio of the gear type transmission, and the friction clutch is slid during shifting to change the speed. It is known to realize a smooth shift by controlling the input shaft speed of the machine, synchronizing the output shaft speed with the output shaft speed, and correcting a torque decrease during the shift by the torque transmitted by the friction clutch. ing. JP-A-61-45163 is an example of the description.

[0003]

However, when the rotational speed is controlled only by the friction clutch during the gear shifting, the output shaft torque corrected by the friction clutch fluctuates and gives a feeling of strangeness to the occupant. is there.

At the end of a gear shift, if the torque reduction correction value during the gear shift corrected by the friction clutch does not match the torque of the input shaft transmitted to the output shaft by the dog clutch, the gear shift is terminated. There is also a problem that a torque step occurs.

SUMMARY OF THE INVENTION It is an object of the present invention to improve the shifting performance of an automobile by suppressing fluctuations in output shaft torque due to rotation speed control during shifting and reducing a torque step at the end of shifting.

At the time of gear shifting, the number of revolutions (ratio) during gear shifting is adjusted so that the dog clutch can be engaged. In some cases, a torque is generated and an oscillating torque fluctuation (axial vibration) occurs. A second object of the present invention is to improve the shift performance of a vehicle by alleviating the inertia torque and suppressing torque fluctuation.

[0007]

SUMMARY OF THE INVENTION According to the present invention, a torque transmission is provided between an input shaft and an output shaft of a gear type transmission. A control device for an automobile that controls the friction clutch when shifting from one shift speed to the other shift speed, wherein the output shaft of the output shaft during shifting is changed. The motor includes a torque reduction correcting unit that corrects a torque reduction, and a rotation speed control unit that controls the rotation speed of the input shaft based on the torque reduction correction value corrected by the torque reduction correcting unit.

Preferably, the present invention has a torque adjusting means for adjusting the torque of the input shaft at the end of the shift based on the torque reduction correction value.

Further, according to the present invention, a torque transmission means is provided between an input shaft and an output shaft of a gear type transmission, a torque transmission means of at least one shift speed is a friction clutch, and a torque transmission means of another shift speed is provided. A clutch for controlling the friction clutch when shifting from one shift speed to the other shift speed, wherein during the shift, the decrease in the torque of the output shaft during shifting is determined. The rotation speed of the input shaft is controlled based on the corrected torque reduction correction value.

[0010] Preferably, the torque of the input shaft at the end of gear shifting is adjusted based on the torque correction value.

Further, according to the present invention, the torque transmission system between the input shaft and the output shaft of the gear transmission is divided into a first transmission system and a second transmission system, each of which is a combination of meshing clutches. A first transmission system and a torque transmission system between the engine and the second transmission system are friction clutches, respectively, and a control device for a vehicle that controls the friction clutch when shifting from one shift speed to the other shift speed Wherein during the shift, a torque reduction correcting means for correcting a torque reduction of the output shaft during the shifting, and rotation of the input shaft based on a torque reduction correction value corrected by the torque reduction correcting means. Rotation speed control means for controlling the number.

Preferably, the present invention has a torque adjusting means for adjusting the torque of the input shaft at the end of the shift based on the torque reduction correction value.

Further, according to the present invention, the torque transmission system between the input shaft and the output shaft of the gear transmission is divided into a first transmission system and a second transmission system, each of which is a combination of meshing clutches. A first transmission system and a torque transmission system between the engine and the second transmission system are friction clutches, respectively. A vehicle control method for controlling the friction clutch when shifting from one shift speed to the other shift speed In the speed change, the amount of torque reduction of the output shaft during the speed change is corrected, and the rotation speed of the input shaft is controlled based on the corrected torque reduction correction value.

[0014] Preferably, the torque of the input shaft at the end of shifting is adjusted based on the torque correction value.

Further, according to the present invention, a torque transmission means is provided between an input shaft and an output shaft of the gear type transmission, wherein the torque transmission means of at least one shift speed is a friction clutch, and the torque transmission of another shift speed is provided. A vehicle control device for controlling the friction clutch when shifting from one gear to another gear, wherein the means is a dog clutch.
At least one friction clutch provided in the gear type transmission at the time of the gear shift has torque fluctuation suppressing means for suppressing a torque fluctuation of the output shaft that occurs when the meshing clutch is engaged.

Further, according to the present invention, there is provided a torque transmission means between an input shaft and an output shaft of a gear type transmission, wherein the torque transmission means of at least one shift speed is a friction clutch, and the torque transmission of another shift speed is provided. A vehicle control method for controlling the friction clutch when shifting from one shift speed to another shift speed, wherein the means is a dog clutch.
At the time of the shift, at least one friction clutch provided in the gear type transmission suppresses a torque fluctuation of the output shaft that occurs when the meshing clutch is engaged.

Further, according to the present invention, a torque transmission means is provided between an input shaft and an output shaft of the gear type transmission, wherein the torque transmission means of at least one gear is a friction clutch, and the torque transmission of other gears is provided. A vehicle control device for controlling the friction clutch when shifting from one gear to another gear, wherein the means is a dog clutch.
At least one rotating electric machine provided in the gear-type transmission at the time of the shift has a torque fluctuation suppressing means for suppressing a torque fluctuation of the output shaft which occurs when the meshing clutch is engaged.

Further, according to the present invention, a torque transmission means is provided between an input shaft and an output shaft of the gear type transmission, wherein the torque transmission means of at least one shift speed is a friction clutch, and the torque transmission of another shift speed is provided. A vehicle control method for controlling the friction clutch when shifting from one shift speed to another shift speed, wherein the means is a dog clutch.
At the time of the shift, at least one rotating electric machine provided in the gear type transmission suppresses a torque fluctuation of the output shaft which occurs when the meshing clutch is engaged.

[0019]

Embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a block diagram of an automobile system according to an embodiment of the present invention and its control device.

The engine 1 includes an electronically controlled throttle 2 for adjusting the engine torque and a rotation sensor 37 for measuring the number of revolutions Ne of the engine 1 so that the output torque can be controlled with high accuracy.

A clutch 4 is provided between the output shaft 3 of the engine 1 and the input shaft 8 of the gear transmission 50.
Can be transmitted to the input shaft 8. The clutch 4
Uses a dry single plate type, uses an actuator 32 driven by hydraulic pressure to control the pressing force, and adjusts the pressing force of the clutch 4 to control the engine 1.
The power transmission from the output shaft 3 to the input shaft 8 is interrupted.

Gears 5, 6, 7 are fixed to the input shaft 8. The gear 5 is also used as a detector for the rotation speed Nin of the input shaft 8, and the movement of the teeth of the gear 5 is detected by a sensor 36 so that the rotation speed Nin of the input shaft 8 can be detected.

The output shaft 26 of the motor 27 has a clutch 2
5 is connected, and this gear 24 is always meshed with the gear 7. As the clutch 25, a dry single plate type clutch is used, and the output torque of the motor 27 can be transmitted to the gear 24. The control of the pressing force of the clutch 25 is performed by an actuator 29 driven by hydraulic pressure, and the transmission of power from the output shaft 26 to the input shaft 8 can be intermittently controlled by adjusting the pressing force of the clutch 25.

The output shaft 20 of the gear type transmission 50 has a gear 18 having a gear 14 and a synchronizer ring 16,
Gear 11 with gear 12 and synchronizer ring 15
And a hub 17 and a sleeve (not shown) for directly connecting the gear 18 and the gear 11 to the output shaft 20. The gears 18 and 11 are provided with stoppers (not shown) so as not to move in the axial direction of the output shaft 20. The output shaft 20 is provided inside the hub 17.
By providing a groove (not shown) that meshes with the plurality of grooves (not shown), the hub 17 can move relative to the output shaft 20 in the axial direction, but restricts movement in the rotation direction. As described above. Therefore, the torque of the hub 17 is transmitted to the output shaft 20.

The torque from the input shaft 8 is applied to the hub 17
In order to transmit the gears, the hub 17 and the sleeve must be moved in the axial direction of the output shaft 20, and the gear 14 or the gear 12 and the hub 17 must be directly connected via the synchronizer ring 16 or the synchronizer ring 15. An actuator 30 driven by hydraulic pressure is used to move the hub 17 and the sleeve.

The hub 17 is also used as a detector for detecting the number of revolutions of the output shaft 20. The sensor 13 detects the rotation of the hub 17 so that the number of revolutions of the output shaft 20 can be detected.

The hub 17 and the sleeve and the gear 14
A meshing clutch mechanism as a torque transmitting means including the synchronizer ring 16, the gear 12, and the synchronizer ring 15 is referred to as a dog clutch.

These mechanisms enable energy from a power source such as the engine 1 to be transmitted to the tires 23 through the differential device 21 and the axle 22 with high efficiency, thereby assisting in reducing fuel consumption.

The output shaft 20 has a clutch 10
The gear 9 is provided. The clutch 10 uses a wet multi-plate type friction clutch as a torque transmitting means, and enables the torque of the input shaft 8 to be transmitted to the output shaft 20. The pressing force of the clutch 10 is controlled by using an actuator 32 driven by hydraulic pressure. By adjusting the pressing force, power transmission from the input shaft 8 to the output shaft 20 can be intermittently performed.

The gear ratio between the gears 5 and 9 is smaller than the gear ratio between the gears 7 and 18 and between the gears 6 and 11.

In the engine 1, the amount of intake air is controlled by an electronically controlled throttle 2 provided in an intake pipe (not shown), and fuel is injected from a fuel injection device (not shown) in an amount corresponding to the amount of intake air. . Further, an ignition timing is determined based on an air-fuel ratio determined from an air amount and a fuel amount and a signal such as an engine speed Ne, and is ignited by an ignition device (not shown).

The fuel injection device includes an intake port injection system in which fuel is injected into an intake port and an in-cylinder injection system in which fuel is directly injected into a cylinder. It is desirable to select a system that can reduce fuel consumption by comparing the number of regions (determined by the number) and has good exhaust performance.

Next, the engine 1 and the actuator 2
The control device 100 for controlling the motors 9, 30, 31, 32 and the motor 27 will be described.

The control device 100 includes an accelerator pedal depression amount signal α, a shift lever position signal Ii, an engine speed signal Ne detected by the sensor 37, and a sensor 36.
Of the input shaft rotation speed signal Nin detected by the
3. The output shaft rotation number signal No detected by step 3 is input.
Then, the control device 100 calculates the torque Te of the engine 1 and transmits it to the control device 34 via a LAN serving as a communication means. The controller 34 calculates the throttle valve opening, the fuel amount, and the ignition timing for achieving the received engine torque Te, and controls the respective actuators (for example, the electronic control throttle 2).

The control device 100 calculates the torque and the number of revolutions of the motor 27, and controls the control device 3 by LAN.
5 to control the motor. The control device 35 charges the battery 28 with the electric power obtained from the motor 27,
Control for supplying electric power from the battery 28 to drive the motor 27 is performed.

The control device 100 includes a vehicle speed detecting means 101
Shift command generating means 102 and torque reduction correcting means 1
03, the rotation speed control means 104, and the torque adjustment means 10
5 is provided.

The vehicle speed detecting means 101 calculates the vehicle speed Vsp based on the output shaft speed No detected by the sensor 13 as Vsp = f (No) using a function f.

The shift command generating means 102 determines a shift command Ss based on the inputted accelerator pedal depression amount α and the vehicle speed Vsp obtained by the vehicle speed detecting means 101. The shift command Ss is determined from a value previously obtained by experiments or simulations at which the engine 1 and the motor 27 have the highest efficiency and stored in a storage means (not shown) in the control device 100.

Here, referring to FIGS. 2, 3 and 4,
Change gear stage from 1st speed operation to 2nd speed operation (shift)
The control of the clutch 10 at the time of performing will be described. The control of the clutch 10 is performed by the control device 33 by the gear type transmission 5.
0 is controlled by controlling the actuators 29 to 32 based on an instruction from the control device 100.

FIG. 2 is an explanatory diagram of a first-speed driving state in which the vehicle is accelerated while driving with the driving force of the engine 1, and a dotted arrow in the drawing indicates a torque transmission path. . As an example, it is assumed that the clutch 4 is connected and the dog clutch (hub 17) is connected to the gear 18. In this state, the torque of the engine 1 is transmitted to the output shaft 20 via the clutch 4, the input shaft 8, the gear 7, and the gear 18. At this time, the clutch 10 is in the released state.

The shift command S is generated by the shift command generating means 102.
When s is output, the dog clutch (hub 17) is released to release the connection between the gear 18 and the output shaft 20, as shown in FIG. At the same time, by controlling the actuator 31 to press and connect the clutch 10, the torque of the engine 1 is transmitted from the output shaft 3 to the output shaft 20 via the clutch 4, the input shaft 8, the gear 5, the gear 9, and the clutch 10.
To be communicated to. When the torque of the engine 1 is transmitted to the axle 22 by the pressing force of the clutch 10 to make the driving torque of the vehicle in this manner, the gear 5 and the gear 9 are used and the gear ratio is reduced, so that the load on the engine 1 is increased. As a result, the rotation speed decreases, and the speed ratio between the output shaft 20 and the input shaft 8 approaches the speed ratio of the second speed (in a direction of decreasing) from the speed ratio of the first speed.

Here, when the speed ratio between the input shaft 8 and the output shaft 20 becomes the second speed, the dog clutch (hub 17) is connected to the gear 11 as shown in FIG. 20. Simultaneously with the completion of this connection, the actuator 31 is controlled to release the pressing force of the clutch 10, thereby completing the shift from the first speed to the second speed. In the second speed operation state, the transmission path of the torque of the engine 1 is the output shaft 3, the clutch 4, the input shaft 8,
Gear 6, gear 11, hub 17, and output shaft 20 are in that order.

As described above, the neutral state is established by releasing the first speed state during the gear shift.
Since the torque of the engine 1 is transmitted to the axle 22 by the 0 and the gears 5 and 9, it is possible to correct the decrease in the torque during the shift.

Here, a control method at the time of shifting in the control apparatus for a vehicle according to this embodiment will be described with reference to FIGS.

First, the contents of the control processing in the torque reduction correcting means 103 will be described.

FIG. 5 is a flowchart of the control process in the torque reduction correcting means 103. Step 501 The shift command Ss output from the shift command generating means 102 is read. Step 502 The torque Te1 of the engine 1 before the shift (at the first speed) transmitted from the control device 34 via the LAN is read. Step 503 The torque Tout1 of the output shaft 20 before the shift (at the first speed) is calculated based on the torque Te1 of the engine 1 before the shift read in the step 502. Step 504 The torque T of the output shaft 20 calculated in step 503
An FF (feed forward) target torque Tc_ff of the clutch 10 is calculated based on out1. If the speed ratio of the first speed is R1, the speed ratio of the first speed is R2, the engine speed before the speed change is Ne1, and the engine speed after the speed change (at the second speed) is Ne2, the engine speed after the speed change is obtained. The number Ne2 is Ne2 ≒
Ne1 * (R2 / R1). Then, the engine torque after the shift can be obtained according to the estimated engine speed Ne2 and the throttle opening,
The output shaft torque Tout2 after the shift can also be estimated.
The FF target torque Tc_ff of the clutch 10 can be calculated according to the estimated Tout2. Further, the FF target torque Tc_ff of the clutch 10 is constantly calculated based on the detected rotation speed Ne and the torque Te of the engine 1 so as to satisfy a predetermined shift time according to various driving situations. You may ask. Step 505: It is determined whether the input / output shaft speed ratio Rch obtained from the engine speed Ne (input shaft speed Nin) and the output shaft speed No is within a predetermined range. If it is not within the predetermined range, the process proceeds to step 506, and if it is within the predetermined range, the process proceeds to step 508. Step 506 If the input / output shaft rotational speed ratio Rch is not within the predetermined range during the shift, the torque reduction correction value Tc_ref during the shift is calculated as Tc_ref = Tc_ff. Step 507 If the input / output shaft speed ratio Rch is within the predetermined range during the gear shift, the deviation between the target speed ratio corresponding to the second speed speed ratio and the input / output shaft speed ratio Rch is fed back. Then, the rotational speed ratio FB (feedback) target torque Tc_fb of the clutch 10 is calculated. At this time, even if the target engine speed (input shaft speed) is calculated according to the target speed ratio, the engine speed Ne is fed back, and the speed ratio FB target torque Tc_fb of the clutch 10 is calculated. Good. Step 508: Tc_ref = Tc_ff +
The calculation is performed as Tc_fb. Step 509: Output the torque reduction correction value Tc_ref during the shift obtained in steps 506 and 508 as the target torque of the clutch 10. Output torque reduction correction value Tc_
The ref is transmitted to the control device 33 via the LAN.

The control device 33 includes actuators 29 to 3
3 is a control device that drives the hydraulic pressure 3 by hydraulic pressure, and adjusts the pressing force of the clutch 10 by controlling the actuator 31 based on the value of Tc_ref to correct the torque reduction during gear shifting.

As described above, the torque reduction correcting means 103 can correct the torque reduction of the output shaft 20 during the speed change, thereby improving the speed change performance.

Next, the contents of control processing in the rotation speed control means 104 and the torque adjustment means 105 will be described.

FIG. 6 is a flowchart of a control process in the rotation speed control means 104 and the torque adjustment means 105. Step 601 It is determined whether the input / output shaft speed ratio Rch obtained based on the engine speed Ne (input shaft speed Nin) and the output shaft speed No is within a predetermined range. If it is not within the predetermined range, the routine proceeds to step 602, where the rotational speed control means 104
Is performed, and if it is within the predetermined range, the routine proceeds to step 603, where the control processing by the torque adjusting means 105 is performed.

First, the contents of the control processing of the rotation speed control means 104 executed in steps 602 to 604 will be described. Step 602: A torque reduction correction value Tc_ref obtained by Tc_ref = Tc_ff
Read. Step 603 The torque reduction correction value T read in step 602
Based on c_ref, a target torque Te_ref1 of the engine 1 is calculated to achieve the engine speed Ne that achieves a predetermined input / output shaft speed ratio Rch. Step 604: Output the target torque Te_ref1 of the engine 1 obtained in step 603. The output target torque Te_ref1 of the engine 1 is transmitted to the control device 34 via the LAN.

The control device 34 controls the electronic control throttle 2 so as to achieve the target torque Te_ref1 of the engine 1.

In the rotation speed control means 104,
In order to achieve the target torque Te_ref1 of the engine 1, the air-fuel ratio of the engine 1 may be controlled, or the ignition timing may be controlled.

As described above, it is possible to connect the dog clutch to the second speed by controlling the rotation speed of the input shaft 8 during the speed change by the rotation speed control means 104, thereby suppressing the inertia torque at the time of the second speed connection. Thus, the shifting performance can be improved.

Next, the contents of the control processing of the torque adjusting means 105 executed in steps 605 to 607 will be described. Step 605 The torque reduction correction value Tc_ref obtained by Tc_ref = Tc_ff + Tc_fb is read. Step 606: The torque reduction correction value Tc_ read in Step 605
engine 1 such that the deviation between the output shaft torque after shifting and the torque reduction correction value Tc_ref is reduced based on ref.
Of the target torque Te_ref2 is calculated. Step 607 The target torque T of the engine 1 obtained in Step 606
Outputs e_ref2. Output target torque T of engine 1
e_ref2 is transmitted to the control device 34 via the LAN.

The control device 34 controls the electronic control throttle 2 so as to achieve the target torque Te_ref2 of the engine 1.

In the torque adjusting means 105,
In order to achieve the target torque Te_ref2 of the engine 1, the air-fuel ratio of the engine 1 may be controlled, or the ignition timing may be controlled.

As described above, the torque adjusting means 105 controls the torque of the input shaft 8 at the end of the gear shift, so that the deviation between the torque reduction correction value during the gear shift and the torque of the output shaft 20 after the gear shift is obtained. It is possible to reduce the torque step and improve the gear shifting performance.

Next, the operation at the time of shifting will be described.

FIG. 7 is a time chart showing a control state at the time of shifting. In FIG. 7, (A) shows a shift command Ss,
(B) is a shift lever position Ii corresponding to a dog clutch position, (C) is an input / output shaft rotational speed ratio Rch, (D) is a throttle opening θ, (E) is a torque Tc of the clutch 10,
(F) shows the torque Tout of the output shaft 20. The horizontal axis indicates time.

As shown in (A), when a shift command Ss for shifting to the second speed state is output at point a during traveling in the first speed state, the shift control is started, and as shown in (E), the clutch 10 Is gradually increased.

When the torque Tc of the clutch 10 increases, the torque Tout of the output shaft 20 gradually decreases, as shown in FIG. It can be released. This is because the torque transmitted by the gears 5 and 9 reduces the torque transmitted by the gears 7 and 18 to a value at which the dog clutch can be released.

When the dog clutch can be released, the dog clutch connected to the first speed side is released by the control of the actuator 30, and the shift lever position Ii is in the neutral state (during shifting) as shown in FIG. And the actual shift is started.

When the shift lever position Ii is in the neutral state, the control of the clutch 10 for correcting the amount of torque reduction during shifting is started as shown in (E), and the target of the clutch 10 output from the torque reduction correction means 103 is started. Torque Tc_ref
By controlling the actuator 31 in accordance with the value of = Tc_ff, the amount of decrease in the torque of the output shaft 20 during the shift is corrected as shown in FIG.

At this time, since the torque transmitted by the clutch 10 becomes the torque of the output shaft 20, the target torque Tc_re of the clutch 10 is reduced in order to reduce the discomfort of the occupant.
It is desirable that f has smooth characteristics. In addition, during the speed change, the input / output shaft rotation speed ratio Rch needs to be quickly and smoothly controlled to be the speed ratio R2 of the second speed.

Therefore, the throttle opening is set to θ = θ_ref1 as shown in (D) so as to achieve the target torque Te_ref1 of the engine 1 output by the rotation speed control means 104.
To adjust the engine speed Ne to bring the input / output shaft speed ratio Rch closer to the speed ratio R2 of the second speed.

By controlling the clutch 10 and the electronic control throttle 2 as described above, the input / output shaft rotational speed ratio Rch becomes Rch = R2 at the point c as shown in FIG.
In order to connect the dog clutch, it is desirable to adjust the input / output shaft speed ratio Rch to the speed ratio R2 of the second speed by increasing the engine speed Ne. This is because the rotational speed No of the output shaft 20 increases due to the torque reduction correction value corrected during the gear shift. This is because there is a problem that torque interference occurs in the meshing portion of the input shaft 8 and it is difficult to connect, and connecting the dog clutch in a direction in which the rotation speed of the input shaft 8 increases reduces the torque interference.

From the point c, since Rch <R2, it is necessary to increase the input / output shaft rotational speed ratio Rch. Since there is a slight delay, it is desirable to adjust the input / output shaft rotation speed ratio Rch by the torque of the clutch 10. For this reason, during the period from the point c to the point d, the rotation speed ratio FB target torque Tc_fb of the clutch 10 according to the deviation between the input / output shaft rotation speed ratio Rch and the second speed ratio R2 is added. The target torque of the clutch 10 is calculated as Tc_ref = Tc_ff +
Set to Tc_fb.

As described above, the feedback of the rotational speed ratio is performed only during a period in which the deviation between the input / output shaft rotational speed ratio Rch and the second speed gear ratio R2 is small, thereby minimizing the torque fluctuation of the torque reduction correction value during gear shifting. And the occupant's discomfort can be reduced. Such a clutch 1
By the rotation speed ratio FB control of 0, Rch ≒ R2 in a direction in which the input / output shaft rotation speed ratio Rch increases, and the dog clutch becomes 2
It will be ready for quick connection.

When the dog clutch can be engaged in the second speed, the dog clutch is engaged in the second speed by controlling the actuator 30. At this time,
Correction value of torque drop during shifting Tc_ref = Tc_ff + Tc_fb
It is desirable to reduce the deviation between the output shaft 20 and the torque of the output shaft 20 after the shift (after the second speed connection) to reduce the torque step of the output shaft 20 at the end of the shift.

The torque reduction correction value during shifting is determined by the clutch 10
Of the output shaft 2 after shifting.
Since the torque of 0 is determined by the torque Te of the engine 1 and the speed ratio R2 of the second speed, between points c and d,
The throttle opening is controlled to θ = θ_ref2 so as to achieve the target torque Te_ref2 of the engine 1. During the shifting, the clutch 10 is in a slipping state. If the torque Te of the engine 1 is larger than a predetermined value, the torque reduction correction value during the shifting is determined by the torque Tc of the clutch 10. The torque adjustment control at the end can be performed independently of the torque reduction correction control during shifting.

At the point d, when the dog clutch is connected to the second speed and the actual shift is completed, the throttle opening θ is gradually returned to the opening before the shift, and the shift control is ended at the point e.

As described above, according to this embodiment, at the time of gear shifting, the torque reduction correction value of the output shaft 20 during the gear shifting is obtained, and based on this torque reduction correction value, the input shaft 8 By controlling the number of revolutions, the input shaft 8
By adjusting the torque of (1), torque fluctuation of the output shaft 20 can be suppressed.

Next, the configuration of a control device for a vehicle according to another embodiment of the present invention will be described with reference to FIGS.

FIG. 8 is a block diagram of a control device according to this embodiment. The overall system configuration of the vehicle is the same as that of the embodiment shown in FIG. In addition, components that are the same as the components in the embodiment shown in FIG.

Control device 800 includes vehicle speed detecting means 101
Shift command generating means 102 and torque reduction correcting means 1
03, rotation speed control means 804, and torque adjustment means 80
5 is provided.

The details of the control processing in the vehicle speed detecting means 101 and the shift command generating means 102 are the same as those in the embodiment shown in FIG.

Here, the control of the clutch 10 and the motor 27 when shifting from the first speed operation state to the second speed operation state will be described with reference to FIG.

The shift command S is generated by the shift command generating means 102.
When s is output, the dog clutch (hub 17) is released to release the connection between the gear 18 and the output shaft 20, as shown in FIG. At this time, the clutch 25 is kept in a connected state under the control of the actuator 29. At this time, the transmission path of the torque of the motor 27 includes an output shaft 26, a clutch 25, a gear 24, a gear 7, an input shaft 8,
The gear 5, the gear 9, the clutch 10, and the output shaft 20 are arranged in this order, so that the rotation speed control of the input shaft 8 and the torque adjustment by the motor 27 become possible.

During gear shifting, the torque of the engine 1 is transmitted to the output shaft 20 via the gears 5 and 9 by controlling the actuator 31 and pressing the clutch 10. The torque of the engine 1 is transmitted to the axle 22 by the pressing force of the clutch 10 and becomes the driving torque of the vehicle. The rotation speed of the engine 1 is reduced because the gears 5 and 9 are used and the gear ratio is reduced. The load on the engine 1 increases, the rotational speed decreases, and the speed ratio between the output shaft 20 and the input shaft 8 becomes 1
The speed ratio of the second speed is closer to the speed ratio of the second speed (in a direction in which the speed ratio is smaller).

At this time, the transmission path of the torque of the engine 1 is in the order of the output shaft 3, clutch 4, gear 5, gear 9, clutch 10, and output shaft 20 of the engine 1. Here, when the speed ratio between the input shaft 8 and the output shaft 20 becomes the speed ratio of the second speed,
The dog clutch is connected to the gear 11 to connect the gear 11 and the output shaft 20. At the same time that the dog clutch is engaged in the second speed, the actuator 31 is controlled to
The shift is completed by releasing the zero pressing force.

As described above, at the time of gear shifting, the first speed is released to be in a neutral state. At this time, the clutch 10 and the gears 5, 9
The torque of the engine 1 and the motor 27 by the output shaft 2
Since the torque is transmitted to the axle 22 via the zero, it is possible to correct the amount of torque reduction during shifting.

Here, a control method at the time of shifting in the vehicle control device of this embodiment will be described with reference to FIG. 10 and FIG. Note that the torque drop correction means 10
The control processing in 3 is the same as that described with reference to FIG.

First, referring to FIG.
04 and the content of control processing in the torque adjusting means 805 will be described. FIG. 10 is a flowchart of a control process in the rotation speed control unit 804 and the torque adjustment unit 805.

At step 1001, the engine speed N
It is determined whether the input / output shaft speed ratio Rch obtained based on e (input shaft speed Nin) and output shaft speed No is within a predetermined range. Step 1 if not within the predetermined range
In step 002, the control process is performed by the rotation speed control unit 804. If the speed is within the predetermined range, the process proceeds to step 1005, where the process is performed by the torque adjustment unit 805.

First, steps 1002 to 100
The control processing of the rotation speed control means 804 executed in Step 4 will be described.

In step 1002, Tc_ref = Tc_ff
The torque reduction correction value Tc_ref obtained by the above is read.

In step 1003, step 1002
Engine 1 that realizes a predetermined input / output shaft speed ratio Rch based on the torque reduction correction value Tc_ref read in
The target torque Tm_ref1 of the motor 27 is calculated so as to achieve the rotation speed Ne.

In step 1004, step 1003
And outputs the target torque Tm_ref1 of the motor 27 obtained in. The output target torque Tm_ref1 of the motor 27 is L
The signal is transmitted to the control device 35 by the AN.

The control device 35 controls the motor 27 and the battery 2 so that the target torque Tm_ref1 of the motor 27 is achieved.
8 is controlled.

As described above, the rotation speed control means 8
In 04, the dog clutch can be connected to the second speed by controlling the rotation speed of the input shaft 8 during the speed change, and the inertia torque at the time of the second speed connection can be suppressed, and the speed change performance can be improved. .

Next, control processing of the torque adjusting means 805 executed in steps 1005 to 1007 will be described.

In step 1005, Tc_ref = Tc_ff
The torque reduction correction value Tc_ref obtained from + Tc_fb is read.

In step 1006, step 1005
The output shaft torque and the torque reduction correction value Tc_ref after the gear shift based on the torque reduction correction value Tc_ref read by
The target torque Tm_ref2 of the motor 27 is calculated such that the deviation from the target torque Tm_ref2 is reduced.

In step 1007, step 1006
And outputs the target torque Tm_ref2 of the motor 27 determined by the above. The output target torque Tm_ref2 of the motor 27 is LA
N to the control device 35.

The control device 35 controls the motor 27 and the battery 2 so that the target torque Tm_ref2 of the motor 27 is achieved.
8 is controlled.

As described above, the torque adjusting means 8
At 05, it is possible to control the torque of the input shaft 8 at the end of the shift to reduce the deviation between the torque reduction correction value during the shift and the torque of the output shaft 20 after the shift, thereby reducing the torque step. Shift performance can be improved.

Next, the operation at the time of shifting will be described.

FIG. 11 is a time chart showing a control state at the time of shifting. In FIG. 11, (A) shows a shift command S.
(B) is the shift lever position Ii corresponding to the dog clutch position, (C) is the input / output shaft speed ratio Rch, (D) is the torque Tm of the motor 27, (E) is the torque Tc of the clutch 10, (E) F) indicates the torque Tout of the output shaft 20. The horizontal axis indicates time.

As shown in (A), while the vehicle is traveling in the first speed state, when a shift command Ss for the second speed is output at point a, the shift control is started, and as shown in (E), the clutch control is started. The torque Tc of 10 gradually increases.

When the torque Tc of the clutch 10 increases, the torque Tout of the output shaft 20 gradually decreases, as shown in FIG. It can be released. This is because the torque transmitted by the gears 5 and 9 reduces the torque transmitted by the gears 7 and 18 to a value at which the dog clutch can be released.

When the dog clutch can be released, the dog clutch connected to the first speed side is released by the control of the actuator 30, and the shift lever position Ii is in the neutral state (during shifting) as shown in FIG. And the actual shift is started.

When the shift lever position Ii is in the neutral state, the control of the clutch 10 for correcting the torque reduction during the shift is started, as shown in (E), and the target of the clutch 10 output from the torque reduction correcting means 103 is started. Torque Tc_ref
By controlling the actuator 31 according to the value of = Tc_ff, as shown in (F), the amount of decrease in the torque of the output shaft 20 during the shift is corrected.

At this time, since the torque transmitted by the clutch 10 becomes the torque of the output shaft 20, the target torque Tc_re of the clutch 10 is reduced in order to reduce the uncomfortable feeling of the occupant.
It is desirable that f has smooth characteristics. In addition, during the speed change, the input / output shaft rotation speed ratio Rch needs to be quickly and smoothly controlled to be the speed ratio R2 of the second speed.

Accordingly, as shown in (D), the target torque Tm_ of the motor 27 output by the rotation speed control means 804
The motor 27 and the battery 28 are controlled so as to achieve ref1, the engine speed Ne is adjusted, and the input / output shaft speed ratio Rch approaches the speed ratio R2 of the second speed.

The clutch 10 and the motor 27
As shown in (C), the input / output shaft rotational speed ratio Rch becomes Rch = R2 at the point c. However, in order to connect the dog clutch, the engine rotational speed Ne must be increased. The input / output shaft speed ratio Rch is changed to the speed ratio R of the second speed.
It is desirable to match 2. This is because the rotational speed No of the output shaft 20 is determined by the torque reduction correction value corrected during the shift.
Increases, and if the connection is attempted when the rotation speed of the input shaft 8 is decreasing, there is a problem that torque interference occurs at the meshing portion of the dog clutch and the connection is difficult. This is because connecting the dog clutch in the direction in which the number of rotations increases increases the torque interference.

From the point c, since Rch <R2, it is necessary to increase the input / output shaft rotational speed ratio Rch. However, immediately before the connection (between the points c and d), both the torque and the rotational speed of the motor 27 are controlled. Must. When the motor 27 is selected so as to be able to execute only one of the torque control and the rotation speed control, it is necessary to adjust the input / output shaft rotation speed ratio Rch by the torque of the clutch 10. For this reason, during the period from the point c to the point d, the input / output shaft rotational speed ratio Rch and the rotational speed ratio FB target torque Tc_fb of the clutch 10 according to the deviation between the second speed ratio R2 are added.
Tc_ref = Tc_ff + Tc_fb
Set to.

As described above, the rotation speed ratio is fed back only during the period in which the deviation between the input / output shaft rotation speed ratio Rch and the second speed gear ratio R2 is small, thereby minimizing the torque fluctuation of the torque reduction correction value during gear shifting. And the occupant's uncomfortable feeling can be alleviated. Thus, the clutch 1
By the rotation speed ratio FB control of 0, Rch ≒ R2 in a direction in which the input / output shaft rotation speed ratio Rch increases, and the dog clutch becomes 2
It will be ready for quick connection.

When the dog clutch can be engaged in the second speed, the dog clutch is engaged in the second speed by controlling the actuator 30. At this time,
Tc_ref = Tc_ff corresponding to the torque reduction correction value during shifting
+ Tc_fb and the output shaft 2 after shifting (after coupling to the second speed)
It is desirable to reduce the deviation from the torque of 0 to reduce the torque step of the output shaft 20 at the end of the shift.

The torque reduction correction value during shifting is determined by the clutch 10
Of the output shaft 2 after shifting.
Since the torque of 0 is determined by the torque Te of the engine 1, the torque Tm of the motor 27, and the speed ratio R2 of the second speed, the target torque T
To achieve m_ref2, the motor 27 and the battery 28
Control. During the shifting, the clutch 10 is in a slipping state. Therefore, when the sum of the torque Te of the engine 1 and the torque Tm of the motor 27 is larger than a predetermined value, the torque reduction correction value during the shifting is changed to the clutch. Therefore, the torque adjustment control at the end of the shift can be performed independently of the torque reduction correction control during the shift.

At the point d, the dog clutch is connected to the second speed, and the actual shift is completed. After the shift is completed, the torque Tm of the motor 27 is gradually returned to zero, and the shift control ends at the point e.

As described above, according to this embodiment, at the time of shifting, the torque reduction correction value of the output shaft 20 during the shifting is determined, and the rotation of the input shaft 8 is determined based on the torque reduction correction value. By controlling the number and adjusting the torque of the input shaft 8 at the end of shifting, torque fluctuations of the output shaft 20 can be suppressed and shifting performance can be improved.

Note that the present invention is not limited to the system configuration of each of the above-described embodiments, and may be a control device of an automobile that does not use the motor 27. Further, the clutch 4 and the clutch 10 can be all friction clutches such as a dry single-plate clutch, a wet multi-plate clutch and an electromagnetic clutch, and the clutch 25 can be a dry single-plate clutch and a wet multi-plate clutch. It is possible to use all clutches, such as a plate clutch, an electromagnetic clutch, a dog clutch.

As described above, the torque fluctuation of the output shaft due to the rotation speed control during the gear shift is suppressed, and the torque of the input shaft at the end of the gear shift is adjusted, so that the torque step of the output shaft is reduced. And the shifting performance of the vehicle is improved.

FIG. 12 is a configuration diagram showing an automobile system and a control device thereof according to another embodiment of the present invention.

Output shaft 2 of engine 1 and gear type transmission 50
A clutch 5 is provided between the first input shafts 6 so that the torque of the engine 1 can be transmitted to the first input shaft 6. The clutch 5 is of a dry single plate type, and the pressing force of the clutch 5 is controlled by using an actuator 37 driven by hydraulic pressure. By adjusting the pressing force of the clutch 5, the output shaft 2 of the engine 1 is controlled. To the first input shaft 6.

A clutch 4 is provided between the output shaft 2 of the engine 1 and the second input shaft 11 of the gear transmission 50.
The torque of the engine 1 can be transmitted to the second input shaft 11. The clutch 4 is of a wet multi-plate type, and is controlled by a hydraulically driven actuator 3 for controlling the pressing force.
6 to adjust the pressing force of the clutch 4 from the output shaft 2 of the engine 1 to the second input shaft 1
1 is configured to intermittently transmit power.

Gears 7 and 8 are fixed to the first input shaft 6, and gears 9 and 10 are fixed to the second input shaft 11.
Is fixed. The inside of the first input shaft 6 is hollow, and the second input shaft 11 penetrates this hollow portion, and can move relative to the first input shaft 6 in the rotation direction. .

The gear 3 is fixed to the output shaft 2 of the engine 1, and the clutch 13 is connected to the output shaft 14 of the motor 15.
Is connected, and the gear 12 is always meshed with the gear 3. The clutch 13 is of a dry single plate type, and can transmit the output torque of the motor 15 to the gear 12. The control of the pressing force of the clutch 13 is as follows.
Performed by an actuator 38 driven by hydraulic pressure,
The output shaft 1 is adjusted by adjusting the pressing force of the clutch 13.
4 allows the power transmission to the output shaft 2 of the engine 1 to be intermittently performed.

A gear 17 having a gear 23 and a synchronizer ring 24 is mounted on an output shaft 31 of the gear type transmission 50.
Gear 18 with gear 26 and synchronizer ring 25
And a hub 21 and a sleeve (not shown) for directly connecting the gears 17 and 18 to the output shaft 31. The gears 17 and 18 are provided with stoppers (not shown) so as not to move in the axial direction of the output shaft 31. The output shaft 31 is provided inside the hub 21.
By providing a groove (not shown) that meshes with the plurality of grooves (not shown), the hub 21 can relatively move in the axial direction of the output shaft 31, but restricts movement in the rotation direction. As described above. Accordingly, the torque of the hub 21 is transmitted to the output shaft 31.

In order to transmit the torque from the first input shaft 6 to the hub 21, the hub 21 and the sleeve are moved in the axial direction of the output shaft 31, via the synchronizer ring 24 or the synchronizer ring 25. Therefore, the gear 23 or 26 and the hub 21 need to be directly connected. An actuator 39 driven by hydraulic pressure is used to move the hub 21 and the sleeve.

The hub 21 and the sleeve and the gear 23
A meshing clutch mechanism as a torque transmitting means including the synchronizer ring 24, the gear 26 and the synchronizer ring 25 is referred to as a dog clutch.

These mechanisms enable energy from the power source such as the engine 1 to be transmitted to the tires 34 through the differential device 32 and the axle 33 with high efficiency, thereby assisting in reducing fuel consumption.

Similarly, a gear 19 having a gear 27 and a synchronizer ring 28, a gear 20 having a gear 30 and a synchronizer ring 29, and a gear 20 having a gear 27 and a synchronizer ring 29 22 and sleeve (not shown) for directly connecting the output shaft 31 with the hub 22
Is provided. The gears 19 and 20 are provided with stoppers (not shown) so as not to move in the axial direction of the output shaft 31. By providing a plurality of grooves (not shown) for engaging with the plurality of grooves (not shown) of the output shaft 31 on the inner side of the hub 22, the hub 22 relatively moves in the axial direction of the output shaft 31. Although possible, it is engaged with the output shaft 31 so as to limit the movement in the rotation direction.
Accordingly, the torque of the hub 22 is transmitted to the output shaft 31.

In order to transmit the torque from the second input shaft 11 to the hub 22, the hub 22 and the sleeve are moved in the axial direction of the output shaft 31, and are transmitted via the synchronizer ring 28 or the synchronizer ring 29. It is necessary to directly connect the gear 27 or the gear 30 to the hub 22. For the movement of the hub 22 and the sleeve,
An actuator 40 driven by hydraulic pressure is used.

The transmission 50 includes a gear 8 and a gear 1.
8, a second gear by a gear train composed of gears 10 and 20, a third gear by a gear train composed of gears 7 and 17, and a gear train composed of gears 9 and 19. It is configured to realize the fourth speed.

In the engine 1, the amount of intake air is controlled by an electronic control throttle 35 provided in an intake pipe (not shown), and fuel is injected from a fuel injection device (not shown) in an amount corresponding to the amount of intake air. . Further, an ignition timing is determined based on an air-fuel ratio determined from an air amount and a fuel amount and a signal such as an engine speed Ne, and is ignited by an ignition device (not shown).

The fuel injection device includes an intake port injection system in which fuel is injected into an intake port and an in-cylinder injection system in which fuel is directly injected into a cylinder. It is desirable to select a system that can reduce fuel consumption by comparing the number of regions (determined by the number) and has good exhaust performance.

Next, the engine 1, actuator 3
The control device 100 for controlling the motors 6, 37, 38, 39, 40 and the motor 15 will be described.

The control device 100 includes an accelerator pedal depression amount signal α, a shift lever position signal Ii, an engine speed signal Ne detected by the sensor 44, and a sensor 45.
A rotation speed signal Nin1 of the first input shaft detected by
The rotation number signal Nin2 of the second input shaft detected by the sensor 46 and the output shaft rotation number signal No detected by the sensor 47 are input. And this control device 100
The torque Te of the engine 1 is calculated and transmitted to the control device 41 via the LAN which is a communication means. Control device 41
Calculates the throttle valve opening to achieve the received engine torque Te, the fuel amount, and the ignition timing, and controls each actuator (for example, the electronic control throttle 35).

The control device 100 calculates the torque and the number of revolutions of the motor 15 and controls the control device 4 by LAN.
2 to control the motor. The control device 42 charges the battery 16 with the electric power obtained from the motor 15,
Control for supplying electric power from the battery 16 to drive the motor 15 is performed.

Next, the configuration of the control device 100 will be described with reference to FIG. The control device 100 includes the vehicle speed detecting means 10
1, shift command generation means 102, and torque reduction correction means
103, rotation speed control means 104, torque adjustment means 10
5 is provided.

The vehicle speed detecting means 101 calculates the vehicle speed Vsp based on the output shaft rotational speed No detected by the sensor 47 as Vsp = f (No) using the function f.

The shift command generating means 102 determines a shift command Ss based on the input accelerator pedal depression amount α and the vehicle speed Vsp obtained by the vehicle speed detecting means 101. The shift command Ss is obtained by previously obtaining a value at which the engine 1 and the motor 15 have the highest efficiency through experiments or simulations, and is selected from those stored in storage means (not shown) in the control device 100.

A description will now be given, with reference to FIG. 14, FIG. 15, and FIG. 16, of a torque transmission path when the gear is changed (jump speed) from the first-speed operation state to the third-speed operation state.

FIG. 14 is an explanatory diagram of a first-speed driving state when the vehicle is accelerated while driving with the driving force of the engine 1, and the dotted arrow in the figure indicates the torque transmission path. . As an example, the clutch 5 is connected, and the hub 21 is connected.
Is connected to the gear 18. In this state,
The torque of the engine 1 is transmitted to the output shaft 31 via the output shaft 2, the clutch 5, the first input shaft 6, the gear 8, the gear 18, and the hub 21. At this time, the clutch 4 is in the released state, and the hub 22 can be connected to the gear 19.

When the shift command generating means 102 outputs a shift command Ss for executing the 1-3 shift, the hub 21 is released as shown in FIG.
To release the connection. At the same time, by controlling the actuator 36 to press and connect the clutch 4, the torque of the engine 1 is transmitted from the output shaft 2 to the output shaft via the clutch 4, the second input shaft 11, the gear 9, the gear 19, and the hub 22. 31. When the torque of the engine 1 is transmitted to the axle 33 by the pressing force of the clutch 4 and becomes the driving torque of the vehicle, the gear 9 and the gear 19 are used and the speed ratio is reduced, so that the load on the engine 1 is increased. As a result, the rotational speed decreases, and the speed ratio between the output shaft 31 and the first input shaft 6 approaches the speed ratio of the third speed (in the direction of decreasing) from the speed ratio of the first speed.

When the speed ratio between the first input shaft 6 and the output shaft 31 reaches the third speed, the hub 21 is connected to the gear 17 as shown in FIG. And concatenate. Simultaneously with the completion of this connection, the actuator 36 is controlled to release the pressing force of the clutch 4, thereby completing the shift from the first speed to the third speed. In the third speed operating state, the transmission path of the torque of the engine 1 is the output shaft 2, the clutch 5, the first input shaft 6, the gear 7, the gear 17,
The order is the hub 21 and the output shaft 31.

As described above, during the jump shift, the neutral state is established by releasing the first speed state. At this time, the torque of the engine 1 is reduced by the clutch 4 and the gears 9 and 19 to the axle 3.
3, torque reduction during jump shifting in the above system can be corrected.

Here, a control method at the time of shifting in the vehicle control apparatus according to this embodiment will be described with reference to FIGS.

First, the contents of the control processing in the torque reduction correcting means 103 will be described.

FIG. 17 is a flowchart of a control process in the torque reduction correcting means 103.

At step 1701, the shift command Ss output from the shift command generating means 102 is read. In step 1702, the torque Te1 of the engine 1 before the shift (at the first speed) transmitted from the control device 41 via the LAN is read. In step 1703, the torque Tout1 of the output shaft 31 before the shift (at the first speed) is calculated based on the torque Te1 of the engine 1 before the shift read in step 1702.

In step 1704, step 1703
FF (feed forward) target torque Tc_ff of the clutch 4 is calculated on the basis of the torque Tout1 of the output shaft 31 calculated in. If the speed ratio of the first speed is R1, the speed ratio of the third speed is R3, the engine speed before the speed change is Ne1, and the engine speed after the speed change (at the third speed) is Ne3, the engine speed after the speed change is obtained. The number Ne3 is Ne3 ≒ Ne1 * (R3
/ R1). Then, the post-shift engine torque can be obtained according to the estimated engine speed Ne3 and the throttle opening, and the output shaft torque Tout3 after the shift can also be estimated. The FF target torque Tc_ff of the clutch 4 can be calculated according to the estimated Tout3.

At step 1705, the engine speed N
It is determined whether the input / output shaft speed ratio Rch obtained from e (first input shaft speed Nin1) and output shaft speed No is within a predetermined range. If it is not within the predetermined range, the process proceeds to step 1706, and if it is within the predetermined range, the process proceeds to step 1707.

In step 1706, during gear shifting,
If the input / output shaft speed ratio Rch is not within the predetermined range,
The torque reduction correction value Tc_ref during shifting is calculated as Tc_ref = Tc_ff. In step 1707, if the input / output shaft speed ratio Rch is within a predetermined range during the speed change, the deviation between the target speed ratio corresponding to the third speed speed ratio and the input / output shaft speed ratio Rch is determined. Is fed back, and the rotational speed ratio FB (feedback) target torque Tc_fb of the clutch 4 is
Is calculated. At this time, a target engine speed (the number of rotations of the first input shaft) is calculated according to the target speed ratio, the engine speed Ne is fed back, and the speed ratio FB target torque Tc_fb of the clutch 4 is calculated. The calculation may be performed.

In step 1708, the torque reduction correction value Tc_ref during the shift is calculated as Tc_ref = Tc_ff + Tc_fb. In step 1709, the torque reduction correction value Tc_ref during the shift obtained in steps 1706 and 1708 is output as the target torque of the clutch 4.
The output torque reduction correction value Tc_ref is transmitted to the control device 43 via the LAN.

The control device 43 includes the actuators 36 to 4
A control device that drives hydraulic pressure 0 by hydraulic pressure, and controls the actuator 36 based on the value of Tc_ref to adjust the pressing force of the clutch 4 to correct the torque reduction during shifting.

As described above, the torque drop correction means 103 corrects the torque drop of the output shaft 31 during the speed change, thereby improving the speed change performance.

Next, the contents of control processing in the rotation speed control means 104 and the torque adjustment means 105 will be described.

FIG. 18 is a flowchart of a control process in the rotation speed control means 104 and the torque adjustment means 105.

At step 1801, the engine speed N
e (the rotation speed Nin1 of the first input shaft) and the output shaft rotation speed No
It is determined whether the input / output shaft rotational speed ratio Rch obtained based on the above is within a predetermined range. If it is not within the predetermined range, the routine proceeds to step 1802, where control processing is performed by the rotation speed control unit 104. If it is within the predetermined range, the routine proceeds to step 1805, where control processing is performed by the torque adjusting unit 105.

First, steps 1802 to 180
The control processing contents of the rotation speed control means 104 executed in step 4 will be described. In step 1802, the torque reduction correction value Tc_ref obtained by Tc_ref = Tc_ff is read. In step 1803, a target torque Te_ref1 of the engine 1 is calculated based on the torque reduction correction value Tc_ref read in step 1802 so as to achieve the engine speed Ne that achieves the predetermined input / output shaft speed ratio Rch. .

In step 1804, step 1803
And outputs the target torque Te_ref1 of the engine 1 obtained in. The output target torque Te_ref1 of the engine 1 is L
The data is transmitted to the control device 41 by the AN.

The control device 41 controls the electronic control throttle 35 so as to achieve the target torque Te_ref1 of the engine 1.

In the rotation speed control means 104,
In order to achieve the target torque Te_ref1 of the engine 1, the air-fuel ratio of the engine 1 may be controlled, or the ignition timing may be controlled.

As described above, the rotation speed control means 104 can control the rotation speed Ne of the engine 1 (the rotation speed Nin1 of the first input shaft 6) during gear shifting to connect the dog clutch to the third speed. Thus, the inertia torque at the time of the third-speed connection can be suppressed, and the shift performance can be improved.

Next, the contents of the control processing of the torque adjusting means 105 executed in steps 1805 to 1807 will be described.
In step 1805, the torque reduction correction value Tc_ref obtained by Tc_ref = Tc_ff + Tc_fb is read. In step 1806, the target torque Te_ref2 of the engine 1 is calculated based on the torque reduction correction value Tc_ref read in step 1805 so that the deviation between the output shaft torque after the shift and the torque reduction correction value Tc_ref is reduced.

In step 1807, step 1806
And outputs the target torque Te_ref2 of the engine 1 obtained by the above. The output target torque Te_ref2 of the engine 1 is LA
N to the control device 41.

The control device 41 controls the electronic control throttle 35 so as to achieve the target torque Te_ref2 of the engine 1.

In the torque adjusting means 105,
In order to achieve the target torque Te_ref2 of the engine 1, the air-fuel ratio of the engine 1 may be controlled, or the ignition timing may be controlled.

As described above, the torque adjusting means 105 controls the torque of the first input shaft 6 at the end of the shift, so that the torque reduction correction value during the shift and the torque of the output shaft 31 after the shift are reduced. Can be reduced, the torque step can be reduced, and the shifting performance can be improved.

Next, the operation at the time of shifting will be described.

FIG. 19 is a time chart showing a control state at the time of shifting. In FIG. 19, (A) shows a shift command S
(B) is the shift lever position Ii corresponding to the dog clutch position, (C) is the input / output shaft speed ratio Rch, (D) is the throttle opening θ, (E) is the torque Tc of the clutch 4,
(F) shows the torque Tout of the output shaft 31. The horizontal axis indicates time.

As shown in (A), when a shift command Ss for shifting to the third speed state is output at point a during traveling in the first speed state, the shift control is started, and as shown in (E), the clutch 4 Is gradually increased.

As the torque Tc of the clutch 4 increases, the torque Tout of the output shaft 31 gradually decreases, as shown in FIG. It can be released. This is because the torque transmitted by the gears 9 and 19 reduces the torque transmitted by the gears 8 and 18 to a value at which the dog clutch can be released.

When the dog clutch can be released, the dog clutch connected to the first speed side is released by the control of the actuator 39, and the shift lever position Ii is in the neutral state (during shifting) as shown in FIG. And the actual shift is started.

When the shift lever position Ii is in the neutral state, the control of the clutch 4 for correcting the amount of torque reduction during shifting is started, as shown in FIG.
03, the target torque Tc_ref of the clutch 4 output from Tc = Tc
By controlling the actuator 36 according to the value of _ff, as shown in FIG.
Correct the torque reduction of.

At this time, since the torque transmitted by the clutch 4 becomes the torque of the output shaft 31, it is desirable that the target torque Tc_ref of the clutch 4 has a smooth characteristic in order to reduce the uncomfortable feeling of the occupant. Also, during shifting,
It is necessary to control the input / output shaft rotational speed ratio Rch promptly and smoothly so as to attain the speed ratio R3 of the third speed.

Accordingly, the throttle opening is set to θ = θ_ref1 as shown in (D) so as to achieve the target torque Te_ref1 of the engine 1 output by the rotation speed control means 104.
To adjust the engine speed Ne to bring the input / output shaft speed ratio Rch closer to the speed ratio R3 of the third speed.

By controlling the clutch 4 and the electronic control throttle 35, the input / output shaft rotational speed ratio Rch becomes Rch = R3 at the point c as shown in FIG.
In order to connect the dog clutch, it is desirable to adjust the input / output shaft speed ratio Rch to the speed ratio R3 of the third speed by increasing the engine speed Ne (the speed Nin1 of the first input shaft 6). . This is because the rotation speed No of the output shaft 31 is increased by the torque reduction correction value corrected during the gear shift, and therefore, the connection is attempted when the rotation speed of the first input shaft 6 is decreasing. However, there is a problem that torque interference occurs in the meshing portion of the dog clutch and it is difficult to connect, and connecting the dog clutch in a direction in which the rotation speed of the first input shaft 6 increases reduces torque interference. is there.

Since Rch <R3 from the point c, it is necessary to increase the input / output shaft rotational speed ratio Rch. However, immediately before the connection (between the points c and d), the response to the response of the control of the engine torque Te is reduced. Since there is a slight delay, it is desirable to adjust the input / output shaft rotation speed ratio Rch by the torque of the clutch 4. For this reason, during the period from the point c to the point d, the input / output shaft rotational speed ratio Rch and the rotational speed ratio FB target torque Tc_fb of the clutch 4 according to the deviation between the third speed gear ratio R3 are added. The target torque of the clutch 4 is calculated as Tc_ref = Tc_ff + Tc_f
Set to b.

As described above, the feedback of the rotational speed ratio is performed only during a period in which the deviation between the input / output shaft rotational speed ratio Rch and the third speed gear ratio R3 is small, thereby minimizing the torque fluctuation of the torque reduction correction value during gear shifting. And the occupant's discomfort can be reduced. Such a clutch 4
With the rotational speed ratio FB control, Rch ≒ R3 in the direction in which the input / output shaft rotational speed ratio Rch increases, and the dog clutch can be connected to the third speed.

When the dog clutch can be engaged in the third speed, the dog clutch is engaged in the third speed by controlling the actuator 39. At this time,
Correction value of torque drop during shifting Tc_ref = Tc_ff + Tc_fb
It is desirable to reduce the deviation between the output shaft 31 and the torque of the output shaft 31 after the shift (after the third-speed connection) to reduce the torque step of the output shaft 31 at the end of the shift.

The torque reduction correction value during shifting is determined by the torque Tc of the clutch 4, and the output shaft 31 after shifting is changed.
Is the torque Te of the engine 1 and the gear ratio R of the third speed.
Therefore, the throttle opening is controlled to θ = θ_ref2 between the points c and d so as to achieve the target torque Te_ref2 of the engine 1 between the points c and d. During the shift, the clutch 4 is in a slip state. Therefore, when the torque Te of the engine 1 is larger than a predetermined value, the torque reduction correction value during the shift is the torque Tc of the clutch 4.
Therefore, the torque adjustment control at the end of shifting is
This can be performed independently of the torque reduction correction control during shifting.

At the point d, when the dog clutch is engaged with the third speed and the actual shift is completed, the throttle opening θ is gradually returned to the opening before the shift, and the shift control is ended at the point e.

As described above, according to the present embodiment, at the time of shifting, the torque reduction correction value of the output shaft 31 during shifting is determined, and the first input is determined based on the torque reduction correction value. By controlling the number of rotations of the shaft 6 and adjusting the torque of the first input shaft 6 at the end of the shift, the torque fluctuation of the output shaft 31 can be suppressed.

Next, the configuration of a control device for a motor vehicle according to another embodiment of the present invention will be described with reference to FIGS.

FIG. 20 is a block diagram of a control device according to this embodiment. The overall system configuration of the vehicle is the same as that of the embodiment shown in FIGS. 12 and FIG.
The same reference numerals are given to constituent units equivalent to those in the embodiment shown in FIG.

Control device 2000 includes vehicle speed detecting means 101
Shift command generating means 102 and torque reduction correcting means 1
03, the rotation speed control means 2004, and the torque adjustment means 20
05 is equipped.

The contents of control processing in the vehicle speed detecting means 101 and the shift command generating means 102 are the same as those in the embodiment shown in FIG.

Here, the control of the clutch 4 and the motor 15 when shifting from the first speed operation state to the third speed operation state will be described with reference to FIG.

The shift command S is generated by the shift command generating means 102.
When s is output, as shown in FIG. 21, the dog clutch (hub 21) is released and the gear 18 and the output shaft 31 are released.
To release the connection. At this time, the clutch 13 is kept in a connected state under the control of the actuator 38. At this time, the transmission path of the torque of the motor 15 is in the order of the output shaft 14, the clutch 13, the gear 12, and the gear 3 of the motor 15, and the rotation speed Ne of the engine 1 by the motor 15 (the rotation speed of the first input shaft 6). 2) and the torque adjustment of the first input shaft 6 can be performed.

During gear shifting, the torque of the engine 1 is transmitted to the output shaft 31 via the gears 9 and 19 by controlling the actuator 36 and pressing the clutch 4. The torque of the engine 1 is transmitted to the axle 33 by the pressing force of the clutch 4 to become the driving torque of the vehicle, and the rotational speed of the engine 1 is reduced because the gears 9 and 19 are used and the gear ratio is reduced. The load on the engine 1 increases, the rotational speed decreases, and the speed ratio between the output shaft 31 and the first input shaft 6 is a third speed ratio (a direction in which the speed ratio decreases) from the first speed ratio.
Approaching.

At this time, the transmission path of the torque of the engine 1 includes the output shaft 2, the clutch 4, the gear 9, and the gear 1 of the engine 1.
9, the hub 22, and the output shaft 31 in that order. Here, when the speed ratio between the first input shaft 6 and the output shaft 31 becomes the third speed, the dog clutch (hub 21) is connected to the gear 17 to connect the gear 17 and the output shaft 31. At the same time when the dog clutch is engaged in the third speed state, the actuator 36 is controlled to release the pressing force of the clutch 4 to complete the shift.

As described above, at the time of gear shifting, the first speed is released to be in a neutral state. At this time, the clutch 4 and the gears 9, 19
The torque of the engine 1 and the motor 15 by the output shaft 3
Since the torque is transmitted to the axle 33 via the gear 1, the amount of torque reduction during shifting can be corrected.

Here, a control method at the time of shifting in the vehicle control device of this embodiment will be described with reference to FIG. 22 and FIG. Note that the torque drop correction means 10
The content of the control processing in 3 is the same as that described with reference to FIG.

First, referring to FIG.
004 and the content of control processing in the torque adjusting means 2005 will be described. FIG. 22 is a flowchart of a control process in the rotation speed control means 2201 and the torque adjustment means 2202.

At step 2201, the engine speed N
It is determined whether the input / output shaft speed ratio Rch obtained based on e (first input shaft speed Nin1) and output shaft speed No is within a predetermined range. If it is not within the predetermined range, the flow proceeds to step 2202 to perform the control processing by the rotation speed control means 2004, and if it is within the predetermined range, the flow proceeds to step 2205 to perform the processing by the torque adjustment means 2005.

First, steps 2202 to 220
The control processing of the rotation speed control means 2004 executed in step 4 will be described.

At step 2202, Tc_ref = Tc_ff
The torque reduction correction value Tc_ref obtained by the above is read. In step 2203, a target torque Tm_ref1 of the motor 15 is calculated based on the torque reduction correction value Tc_ref read in step 2202 so as to achieve the rotation speed Ne of the engine 1 that realizes the predetermined input / output shaft rotation speed ratio Rch. I do. In step 2204, the target torque Tm_ref1 of the motor 15 obtained in step 2203 is output. The output target torque Tm_ref1 of the motor 15 is LA
N to the control device 42. The control device 42 controls the motor 15 and the battery 16 so as to achieve the target torque Tm_ref1 of the motor 15.

As described above, the rotation speed control means 2
At 004, the dog clutch can be connected to the third speed by controlling the rotation speed of the first input shaft 6 during the speed change, thereby suppressing the inertia torque at the time of the third speed connection and improving the speed change performance. be able to.

Next, control processing of the torque adjusting means 2005 executed in steps 2205 to 2207 will be described.

At step 2205, Tc_ref = Tc_ff
The torque reduction correction value Tc_ref obtained by + Tc_fb is read. In step 2206, based on the torque reduction correction value Tc_ref read in step 2205, the target torque Tm_re of the motor 15 is set such that the deviation between the output shaft torque after shifting and the torque reduction correction value Tc_ref is reduced.
Calculate f2.

In step 2207, step 2206
And outputs the target torque Tm_ref2 of the motor 15 determined by the above. The output target torque Tm_ref2 of the motor 15 is LA
N to the control device 42.

The control device 42 controls the motor 15 and the battery 1 so that the target torque Tm_ref2 of the motor 15 is achieved.
6 is controlled.

As described above, the torque adjusting means 2
In 005, by controlling the torque of the first input shaft 6 at the end of the shift, it is possible to reduce the deviation between the torque reduction correction value during the shift and the torque of the output shaft 31 after the shift, thereby reducing the torque step. It is possible to reduce the speed and improve the shifting performance.

Next, the operation at the time of shifting will be described.

FIG. 23 is a time chart showing a control state at the time of shifting. In FIG. 23, (A) shows a shift command S
(B) is the shift lever position Ii corresponding to the dog clutch position, (C) is the input / output shaft speed ratio Rch, (D) is the torque Tm of the motor 15, (E) is the torque Tc of the clutch 4, (E) F) indicates the torque Tout of the output shaft 31. The horizontal axis indicates time.

As shown in (A), while the vehicle is traveling in the first speed, when a shift command Ss to the third speed is output at point a, the shift control is started, and as shown in (E), the clutch control is started. 4, the torque Tc gradually increases.

When the torque Tc of the clutch 4 increases, the torque Tout of the output shaft 31 gradually decreases, as shown in FIG. It can be released. This is because the torque transmitted by the gears 9 and 19 reduces the torque transmitted by the gears 8 and 18 to a value at which the dog clutch can be released.

When the dog clutch can be released, the dog clutch connected to the first speed side is released by the control of the actuator 39, and the shift lever position Ii is in the neutral state (during shifting) as shown in FIG. And the actual shift is started.

When the shift lever position Ii is in the neutral state, the control of the clutch 4 for correcting the amount of torque reduction during shifting is started, as shown in FIG.
03, the target torque Tc_ref of the clutch 4 output from Tc = Tc
_ff, by controlling the actuator 36, as shown in FIG.
The torque decrease of 1 is corrected.

At this time, since the torque transmitted by the clutch 4 becomes the torque of the output shaft 31, it is desirable that the target torque Tc_ref of the clutch 4 has smooth characteristics in order to reduce the uncomfortable feeling of the occupant. Also, during shifting,
It is necessary to control the input / output shaft rotational speed ratio Rch promptly and smoothly so as to attain the speed ratio R3 of the third speed.

Therefore, as shown in (D), the target torque T of the motor 15 output by the rotation speed control means 2004 is obtained.
motor 15 and battery 16 to achieve m_ref1
To adjust the engine speed Ne to bring the input / output shaft speed ratio Rch closer to the speed ratio R3 of the third speed.

By controlling the clutch 4 and the motor 15 as described above, as shown in FIG.
At point c, Rch = R3 at point c. However, in order to engage the dog clutch, the input / output shaft rotational speed ratio Rch is increased in the direction of increasing the engine rotational speed Ne and the gear ratio R3 of the third speed is set.
It is desirable to match. This is because the rotation speed No of the output shaft 31 is increased by the torque reduction correction value corrected during the gear shift, and therefore, the connection is attempted when the rotation speed of the first input shaft 6 is decreasing. However, there is a problem that torque interference occurs in the meshing portion of the dog clutch and it is difficult to connect, and connecting the dog clutch in a direction in which the rotation speed of the first input shaft 6 increases reduces torque interference. is there.

Since Rch <R3 from the point c, it is necessary to increase the input / output shaft rotation speed ratio Rch. However, immediately before the connection (between the points c and d), both the torque and the rotation speed of the motor 15 are controlled. Must. If the motor 15 is selected so as to be able to execute only one of the torque control and the rotation speed control, it is necessary to adjust the input / output shaft rotation speed ratio Rch by the torque of the clutch 4.
Therefore, during the period from the point c to the point d, the rotation speed ratio FB target torque Tc_fb of the clutch 4 according to the deviation between the input / output shaft rotation speed ratio Rch and the speed ratio R3 of the third speed is added, and the clutch The target torque of No. 4 is set to Tc_ref = Tc_ff + Tc_fb.

As described above, the speed ratio is fed back only during a period in which the deviation between the input / output shaft speed ratio Rch and the third speed ratio R3 is small, thereby minimizing the torque fluctuation of the torque reduction correction value during gear shifting. And the occupant's uncomfortable feeling can be alleviated. Thus, the clutch 4
With the rotational speed ratio FB control, Rch ≒ R3 in the direction in which the input / output shaft rotational speed ratio Rch increases, and the dog clutch can be connected to the third speed.

When the dog clutch can be engaged in the third speed, the dog clutch is engaged in the third speed by controlling the actuator 39. At this time,
Tc_ref = Tc_ff corresponding to the torque reduction correction value during shifting
+ Tc_fb, and the output shaft 3 after shifting (after coupling to third speed).
It is desirable to reduce the deviation from the torque of No. 1 to reduce the torque step of the output shaft 31 at the end of the shift.

The torque reduction correction value during shifting is determined by the torque Tc of the clutch 4 and the output shaft 31 after shifting is changed.
Is determined by the torque Te of the engine 1, the torque Tm of the motor 15, and the speed ratio R3 of the third speed, so that the target torque Tm_ of the motor 15 is between the points c and d.
The motor 15 and the battery 16 are controlled so as to achieve ref2. During the shift, the clutch 4 is in a slipping state, so that the torque Te of the engine 1 and the motor 15
If the sum with the torque Tm is larger than a predetermined value,
Since the torque reduction correction value during the shift is determined by the torque Tc of the clutch 4, the torque adjustment control at the end of the shift can be performed independently of the torque reduction correction control during the shift.

At the point d, the dog clutch is engaged with the third speed, and the actual shift is completed. After the shift is completed, the torque Tm of the motor 15 is gradually returned to zero, and the shift control ends at the point e.

As described above, according to this embodiment, at the time of shifting, the torque reduction correction value of the output shaft 31 during the shifting is determined, and the first input shaft is corrected based on the torque reduction correction value. By controlling the rotation speed of the first input shaft 6 and adjusting the torque of the first input shaft 6 at the end of the shift, torque fluctuation of the output shaft 31 can be suppressed, and the shift performance can be improved.

Note that the present invention is not limited to the system configuration of each of the above-described embodiments, and may be a control device of an automobile that does not use the motor 15. Further, as the clutch 4 and the clutch 5, it is possible to use all friction clutches such as a dry single-plate clutch, a wet multi-plate clutch and an electromagnetic clutch.
Dry single disc clutch, wet multi disc clutch, electromagnetic clutch,
It is possible to use all clutches such as dog clutches.

Next, referring to FIGS. 24 to 26, a description will be given of a configuration of a vehicle control device according to another embodiment of the present invention.

FIG. 24 is a block diagram of a control device according to this embodiment. The overall system configuration of the vehicle is the same as that of the embodiment shown in FIG. In addition, components that are the same as the components in the embodiment shown in FIG.

Next, referring to FIG.
Actuators 29, 30, 31, 32 and motor 2
7 will be described.

The control device 2400 includes an accelerator pedal depression amount signal α, a shift lever position signal Ii, a sensor 37
The engine speed signal Ne detected by the
6 and the output shaft rotation number signal No detected by the sensor 13. The control device 2400 controls the engine 1
Is calculated and transmitted to the control device 34 via the LAN which is the communication means. The controller 34 calculates the throttle valve opening, the fuel amount, and the ignition timing for achieving the received engine torque Te, and controls the respective actuators (for example, the electronic control throttle 2).

The control device 2400 calculates the torque and the number of revolutions of the motor 27, and controls the control device 3 by LAN.
5 to control the motor. The control device 35 charges the battery 28 with the electric power obtained from the motor 27,
Control for supplying electric power from the battery 28 to drive the motor 27 is performed.

Vehicle speed detecting means 101, shift command generating means 1
02, torque reduction correction means 103, rotation speed control means 10
4 and the torque adjusting means 105 correspond to the control device 10 of FIG.
Since the configuration is the same as that shown in FIG.

Next, the torque fluctuation suppressing means 2401 in the control device 2400 will be described.

FIG. 26 is a time chart showing a control state at the time of shifting. In FIG. 26, (A) shows a shift command S
s, (B) is a shift lever position Ii corresponding to a dog clutch position, (C) is an input / output shaft speed ratio Rch, (D) is a throttle opening θ, and (E) is a torque Tc of the clutch 10.
, (F) shows the torque Tout of the output shaft 20, and (G) shows the torque Tc_STA of the starting clutch 4. The horizontal axis indicates time. FIG. 7 shows the operation method during shifting.
Since the method is the same as that shown in FIG.

When the dog clutch is engaged at point d in the figure,
Due to the effects of control error and hydraulic variation, (C)
When the input / output shaft rotational speed ratio Rch is not equal to the speed ratio R2 of the second speed, the inertial torque of the engine 1 based on the deviation between Rch and R2 causes the inertial torque as shown by the solid line (F). Oscillating torque fluctuation (shaft vibration) occurs. At this time, the clutch 4 is in a connected state. The inertia of the engine 1 is Ie, the rotational speed is Ne,
Assuming that the torque is Te, the torque T transmitted to the input shaft 8
in is represented by the following equation.

Tin = Te−Ie · (d / dt) Ne If the input / output shaft speed ratio Rch does not match the speed ratio R2 of the second speed, the speed Ne of the engine 1 changes rapidly. Since the inertia torque Ie · (d / dt) Ne increases and Tin rapidly changes, torque fluctuation (axial vibration) occurs due to the inertia torque. Therefore, based on the shift command Ss output from the shift command generating means 102, the pressing force of the starting clutch (clutch 4) is adjusted as shown in FIG.
By lowering from c_STA_On (engagement) to Tc_STA_Slip (slip) and sliding the clutch 4, it is possible to reduce the change in the rotation speed Ne of the engine 1 when the dog clutch is engaged. The control of the clutch 4 is desirably performed before the dog clutch is engaged in advance, in consideration of the response of the actuator 32 of the clutch 4. Also,
The control of the clutch 4 may be started from a point (a) as shown by a broken line in FIG.

Further, the torque fluctuation can be suppressed by using the motor 27. FIG. 27 is a control block diagram of the control device 2400 when the motor 27 is used.

Vehicle speed detecting means 101, shift command generating means 1
02, torque reduction correction means 103, rotation speed control means 10
4 and the torque adjusting means 105 correspond to the control device 10 of FIG.
Since the configuration is the same as that shown in FIG.

Next, the torque fluctuation suppressing means 2402 in the control device 2400 will be described.

The torque fluctuation suppression means 2402
Is output. By engaging the clutch 4 and the clutch 25, the output shaft 26 of the motor 27
Since the output shaft 3 of the engine 1 can be directly connected, the motor 27 can smoothly control the rotation speed Ne of the engine 1.

FIG. 28 is a time chart showing a control state at the time of shifting. (A) to (F) are the same as the chart shown in FIG. 26, and therefore description thereof will be omitted. (G) shows the torque Tm of the motor 27. By controlling the motor torque Tm as shown in FIG.
Of the rotation speed Ne can be reduced. It is desirable that the control of the motor 27 be performed immediately before shaft vibration occurs, in consideration of the influence on the torque Tout of the output shaft 20.

According to the above control method, the rotation speed N of the engine 1
The change in e can be reduced, and the torque fluctuation (shaft vibration) can be suppressed as shown by the dotted line in (F), and the shift performance of the vehicle can be improved.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an automobile system and a control device thereof according to an embodiment of the present invention.

FIG. 2 shows a torque transmission path diagram when the vehicle is running with the driving force of the engine in the example of FIG.

FIG. 3 is a diagram illustrating a transmission path of torque during gear shifting in the example of FIG. 1;

FIG. 4 is a diagram showing a torque transmission path after a shift is completed in the example of FIG. 1;

FIG. 5 shows a flowchart of a control process in a torque reduction amount correction means of FIG. 1;

FIG. 6 is a flowchart of a control process in a rotation speed control unit and a torque adjustment unit in FIG. 1;

FIG. 7 is a time chart showing a control state at the time of shifting in the example of FIG. 1;

FIG. 8 is a block diagram of a control device for a motor vehicle according to another embodiment of the present invention.

FIG. 9 is a diagram showing a torque transmission path during gear shifting in FIG. 8;

FIG. 10 is a flowchart illustrating a control process in a rotation speed control unit and a torque adjustment unit in FIG. 8;

FIG. 11 is a time chart showing a control state at the time of shifting shown in FIG. 8;

FIG. 12 is a configuration diagram of an automobile system according to another embodiment of the present invention.

13 shows a configuration diagram of the control device 100 of FIG.

14 is an explanatory diagram of a first-speed operation state during acceleration in FIG.

FIG. 15 is a diagram illustrating a state after the 1-3 shift command is output in FIG. 12;

FIG. 16 shows a third-speed state diagram of FIG. 12;

FIG. 17 shows a processing flowchart in the torque reduction correcting means 103 of FIG.

FIG. 18 shows a flowchart in the rotation control means 104 and the torque adjustment means 105 of FIG.

FIG. 19 is a time chart showing a control state at the time of shifting shown in FIG. 12;

FIG. 20 is a block diagram showing a control device of a vehicle according to another embodiment of the present invention.

FIG. 21 is an explanatory diagram showing a state at the time of 1-3 shift in FIG. 20;

FIG. 22 shows processing contents of a rotation speed control unit 2004 and a torque adjustment unit 2005 of FIG.

FIG. 23 is a control state time chart at the time of gear shifting of FIG. 20;

FIG. 24 is a block diagram of a control device for a vehicle according to another embodiment of the present invention.

FIG. 25 is an explanatory diagram of the control device 2400 in FIG. 24.

FIG. 26 is a time chart at the time of gear shifting of FIG. 24;

FIG. 27 is a control block diagram of the control device 2400 when the motor 27 is used in FIG.

FIG. 28 shows a time chart at the time of gear shifting in FIG. 24.

[Explanation of symbols]

1 ... engine, 4 ... clutch, 8 ... input shaft, 9, 11,
18 gear, 10 clutch, 20 output shaft, 27 motor, 28 battery, 33, 34, 35, 100 control device, 50 gear transmission, 101 vehicle speed detecting means
102: shift command generation means, 103: torque reduction correction means, 104: rotation speed control means, 105: torque adjustment means.

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (reference) B60K 41/02 F02D 29/00 C F02D 29/00 H 29/06 G 29/06 F16H 59:16 F16D 48/02 59 : 42 // F16H 59:16 59:44 59:42 F16D 25/14 640T 59:44 B60K 9/00 ZHVE (72) Inventor Takashi Okada 7-1-1, Omikacho, Hitachi City, Hitachi City, Ibaraki Prefecture Hitachi, Ltd. Inside the Hitachi Research Laboratory, Ltd. (72) Mitsuo Kayano 7-1-1, Omika-cho, Hitachi City, Ibaraki Prefecture Inside the Hitachi Research Laboratory, Hitachi, Ltd. 3D041 AA21 AA53 AA59 AB01 AC01 AC06 AC15 AC18 AC22 AD02 AD04 AD10 AD22 AD23 AD31 AD51 AE02 AE04 AE07 AE09 AE16 AE22 AF01 3G093 AA05 BA03 CB08 DA01 EA02 EB08 EC02 FA10 3J057 AA04 BB01 BB03 BB04 FF17 GA17 GA49 GB02 GB04 GB05 GB13 GB14 GB27 GE 05 GE13 HH02 JJ01 JJ10 3J552 MA04 MA13 NA01 NB01 PA02 RA02 SA26 SB38 SB39 UA03 VA32Y VA34Y VA39W VB01Z

Claims (12)

[Claims] A gear transmission is provided with a torque transmitting means between an input shaft and an output shaft, wherein the torque transmitting means of at least one gear is a friction clutch, and the torque transmitting means of another gear is engaged. A vehicle control device that controls the friction clutch when a shift is made from one shift stage to another shift stage as a clutch, and corrects a decrease in torque of the output shaft during shifting during the shift. A control device for an automobile, comprising: a torque reduction correction unit; and a rotation speed control unit that controls the rotation speed of the input shaft based on the torque reduction correction value corrected by the torque reduction correction unit. 2. The vehicle control device according to claim 1, further comprising: torque adjusting means for adjusting the torque of the input shaft at the end of a shift based on the torque reduction correction value. 3. A gear transmission having a torque transmission means between an input shaft and an output shaft, wherein the torque transmission means of at least one gear is a friction clutch, and the torque transmission means of another gear is engaged. A clutch control method for an automobile that controls the friction clutch when shifting from one shift speed to another shift speed, wherein the shift reduces the torque of the output shaft during shifting during the shift. A vehicle control method for controlling the rotation speed of the input shaft based on the corrected torque reduction correction value. 4. The method according to claim 3, wherein the torque of the input shaft at the end of the shift is adjusted based on the torque correction value. 5. A torque transmission system between an input shaft and an output shaft of a gear type transmission is divided into a first transmission system and a second transmission system, each of which is a combination of meshing clutches. A torque transmission system between the transmission system and the engine and the second transmission system is a friction clutch, and a control device for an automobile that controls the friction clutch when shifting from one shift speed to the other shift speed. And controlling the rotation speed of the input shaft on the basis of a torque reduction correction value corrected by the torque reduction correction unit that corrects a torque reduction of the output shaft during the shift. A control device for an automobile, comprising: 6. The control device for an automobile according to claim 5, further comprising: torque adjusting means for adjusting the torque of the input shaft at the end of a shift based on the torque reduction correction value. 7. A torque transmission system between an input shaft and an output shaft of a gear type transmission is divided into a first transmission system and a second transmission system each comprising a combination of meshing clutches. A torque transmission system between the transmission system and the engine and the second transmission system is a friction clutch, and the control method for an automobile controlling the friction clutch when shifting from one shift speed to the other shift speed. A method of controlling a vehicle, comprising: correcting a decrease in torque of the output shaft during the shift, and controlling a rotation speed of the input shaft based on the corrected torque decrease correction value. 8. A control method for an automobile according to claim 7, wherein the torque of the input shaft at the end of the shift is adjusted based on the torque correction value. 9. A gear transmission having a torque transmitting means between an input shaft and an output shaft, wherein the torque transmitting means of at least one gear is a friction clutch, and the torque transmitting means of another gear is engaged. In a vehicle control device that controls the friction clutch when shifting from one shift speed to the other shift speed as a clutch, at the time of the shift, at least one friction clutch provided in the gear-type transmission, A control device for an automobile, comprising: a torque fluctuation suppressing unit that suppresses a torque fluctuation of the output shaft that occurs when the dog clutch is engaged. 10. A gear transmission having a torque transmission means between an input shaft and an output shaft, wherein the torque transmission means of at least one gear is a friction clutch, and the torque transmission means of another gear is engaged. A clutch, and a control method for a vehicle that controls the friction clutch when shifting from one shift speed to another shift speed, wherein at the time of the shift, at least one friction clutch provided in the gear-type transmission is used. A method for controlling a vehicle, comprising: suppressing a fluctuation in torque of the output shaft that occurs when the dog clutch is engaged. 11. A gear transmission having a torque transmission means between an input shaft and an output shaft, wherein the torque transmission means of at least one shift speed is a friction clutch, and the torque transmission means of another shift speed is engaged. A clutch, and a control device for an automobile that controls the friction clutch when shifting from one shift speed to the other shift speed. At the time of the shift, at least one rotating electric machine provided in the gear-type transmission, A control device for an automobile, comprising: a torque fluctuation suppressing unit that suppresses a torque fluctuation of the output shaft that occurs when the dog clutch is engaged. 12. A gear transmission having a torque transmission means between an input shaft and an output shaft, wherein the torque transmission means of at least one shift speed is a friction clutch, and the torque transmission means of another shift speed is engaged. A clutch, and controlling the friction clutch when shifting from one shift speed to the other shift speed. At the time of the shift, at least one rotating electric machine provided in the gear type transmission, A method for controlling a vehicle, comprising: suppressing a fluctuation in torque of the output shaft that occurs when the dog clutch is engaged.