JP2013067352A - Speed change control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To efficiently control fluctuation of driving force according to a speed change operation for a speed change control device of a vehicle.SOLUTION: An engine 11 is connected to a transmission 12b through a clutch 12a and there is provided a motor 13 that supplies motor torque to average the torque ripple according to disengaging of the clutch 12a to a driving wheel 14. Moreover, there is provided an operation means 2 that operates the torque difference between the requested torque to a vehicle 10 and the engine torque input to the transmission 12b. In addition, there is provided a control means 4 to output the motor torque corresponding to the torque difference to the motor 13. In the control means 4, the second control is executed after the first control. The first control is a control that sets a change gradient of an indication value of the motor torque larger than the change gradient of the torque difference. Also, the second control is a control that sets the change gradient of the indication value of the motor torque equal to or less than the change gradient of the torque difference.

Description

  The present invention relates to a shift control device for a vehicle that corrects torque fluctuations during shift with motor torque.

  Conventionally, a hybrid vehicle having an engine and a motor as a drive source of the vehicle is known that performs control for assisting the drive torque with the motor torque when the vehicle is shifted. In other words, when the engine torque input to the transmission fluctuates due to the clutch connection / disconnection, the motor torque corresponding to the engine torque fluctuation amount is given to the transmission to suppress the fluctuation of the driving force. is there.

  For example, when the clutch is disengaged, the engine torque input to the transmission decreases. Therefore, if the insufficient torque is compensated by the motor, the drive torque transmitted from the transmission to the drive wheels is secured, and the feeling of deceleration can be reduced. On the contrary, the engine torque input from the engine gradually increases when the clutch is engaged. Accordingly, the motor torque is gradually decreased in accordance with this, and the fluctuation of the torque is offset, thereby providing a feeling of pushing the vehicle (acceleration feeling). ) Can be reduced.

  As described above, an example of a technique for reducing torque shock at the time of shifting by controlling the assist driving force of a motor is disclosed in Patent Document 1. Generally, in assist control by a motor, it is required to drive the motor so that an appropriate amount of motor torque is generated at an appropriate timing.

JP 2009-274718 A

  When the engine output is large enough to meet the driver's output request, the motor torque corresponding to the torque that is no longer transmitted by the clutch at the time of shifting is generated, so that the drive can meet the output request even during shifting. It is possible to secure power.

However, since it is impossible to directly detect the torque that is no longer transmitted by the clutch at the time of shifting, it is necessary to calculate the difference between the engine torque and the required torque after calculating the engine torque actually input to the transmission. Don't be. Therefore, the motor torque to be generated is accurately grasped after the torque is actually insufficient. That is, the motor torque cannot be accurately generated prior to the torque shortage, and a response delay occurs until the motor torque is generated from the torque instruction to the motor.
Thus, in the conventional assist control, there is a problem that it is difficult to improve drive feeling because there is a possibility that a feeling of torque loss may occur when the clutch is disengaged due to a response delay of the motor, or a feeling of extrusion may occur when the clutch is engaged. .

One of the objects of the present case has been devised in view of the above-described problems, and relates to a vehicle shift control device, and is to efficiently suppress fluctuations in driving force associated with a shift operation.
The present invention is not limited to this purpose, and is a function and effect derived from each configuration shown in the embodiments for carrying out the invention described later, and other effects of the present invention are to obtain a function and effect that cannot be obtained by conventional techniques. Can be positioned.

(1) A vehicle shift control device disclosed herein includes an engine connected to a transmission via a clutch, and a motor that supplies drive torque to motor wheels for equalizing torque fluctuations associated with the engagement and disconnection of the clutch. And a shift control apparatus for a vehicle.
The shift control device includes a calculation unit that calculates a torque difference between a required torque for the vehicle and an engine torque input to the transmission, and a control unit that outputs the motor torque corresponding to the torque difference to the motor. Is provided. Further, the control means sets the change gradient of the instruction value of the motor torque to be larger than the change gradient of the torque difference, and sets the change gradient of the instruction value of the motor torque after the first control. The second control that is set below the change gradient of the torque difference is performed.

  The change gradient here means the absolute value of the torque change amount per unit time. In other words, in the first control, the change gradient of the motor torque is set to be steeper than the change gradient of the torque difference regardless of the sign. In the second control, the change gradient of the motor torque is set to be gentler than the change gradient of the torque difference.

  In the first control, since the change gradient of the motor torque is set larger than the change gradient of the torque difference, the change gradient of the motor torque added to the engine torque becomes steep when the response delay time of the motor elapses. Minute engine torque is quickly compensated. On the other hand, in the subsequent second control, since the change gradient of the motor torque is set smaller than the change gradient of the torque difference, the motor torque is reduced so as to offset the influence of excessive assist in the first control, and the engine torque And the sum of the motor torque (that is, the drive torque) gradually approaches the required torque.

(2) Moreover, it is preferable that the said control means implements said 1st control at the time of the fluctuation | variation start of the said torque difference.
When the torque difference starts to change, a change start associated with the clutch opening and a change start accompanying the clutch engagement are included. The time when the torque difference starts to change corresponds to when the motor torque rises or falls.

(3) Further, the control means calculates a ratio of the change gradient of the indicated value of the motor torque to the change gradient of the torque difference as a compensation rate, and sets the compensation rate during the first control to be larger than 1. In addition, it is preferable to set the compensation rate during the second control to 1 or less.
(4) Various conditions for switching from the first control to the second control are conceivable. For example, it is preferable that the control means refers to a value of engine torque input to the transmission as a switching condition from the first control to the second control.

(5) In addition to or instead of the above condition, the control means preferably refers to the value of the motor torque as a switching condition from the first control to the second control.
(6) Further, in addition to or instead of the above condition, the control means refers to the elapsed time from the start of the fluctuation of the torque difference as a switching condition from the first control to the second control. Is preferred.
The elapsed time is preferably a period according to the response delay time of the motor. For example, the time taken for the response torque generated by the motor to reach a predetermined value can be considered.

According to the shift control device for a vehicle disclosed herein, the motor torque change gradient is set based on the torque difference change gradient as a reference, and the motor torque change gradient is set large and then set to a small value. Thus, the response delay until the torque is actually generated can be suppressed. That is, it is possible to reduce the width of the torque fluctuation accompanying the clutch connection / disconnection.
For example, when the engine torque falls, it is possible to reduce a feeling of torque loss due to a delay in assisting the motor torque. Alternatively, when the engine torque rises, it is possible to reduce the feeling of pushing the vehicle due to residual motor torque. Thereby, drive feeling can be improved.

It is a typical block block diagram which illustrates the structure of the transmission control apparatus which concerns on one Embodiment. It is a flowchart which illustrates the control procedure implemented with this transmission control apparatus. It is a graph for demonstrating the control effect | action by this transmission control apparatus, (a) shows the time-dependent fluctuation of a driver request torque and an input engine torque, (b) shows the time-dependent fluctuation of a motor torque instruction value and an actual motor torque. , (C) shows the variation with time of the drive torque, and (d) shows the variation with time of the clutch stroke. It is a graph for demonstrating the control effect | action by the conventional transmission control apparatus, (a) shows the time-dependent fluctuation | variation of a motor torque instruction value and an actual motor torque, (b) shows the time-dependent fluctuation | variation of a drive torque.

  The transmission control device will be described with reference to the drawings. Note that the embodiment described below is merely an example, and there is no intention to exclude various modifications and technical applications that are not explicitly described in the following embodiment.

[1. vehicle]
The vehicle shift control device of the present embodiment is applied to the vehicle 10 shown in FIG. The vehicle 10 is a parallel hybrid vehicle that uses an engine 11 and a motor 13 as drive sources. An automatic transmission 12 incorporating a clutch 12a and a gear box 12b is connected to the output shaft of the engine 11.
This automatic transmission 12 is an AMT (Automated Manual Transmission) in which clutch operation and gear change are automated using a mechanism of a manual transmission with high power transmission efficiency, and the engine 11 is connected to a gear box 12b via a clutch 12a. Has been.

  The clutch 12a is a mechanism for connecting / disconnecting power transmission by controlling the magnitude of the frictional force generated between the opposing frictional engagement elements. For example, the clutch 12a is controlled to be in an open state (disconnected state) at the time of shifting in the gear box 12b or when the vehicle 10 is stopped, etc., and power transmission to the drive wheel 14 side is cut off. Further, when the vehicle 10 is traveling, the clutch 12a is controlled to be in an engaged state (directly connected state), and the power from the engine 11 is transmitted to the drive wheel 14 side.

  The gear box 12b is a stepped transmission that incorporates a plurality of gears in which a combination of gears that form a path through which power is transmitted is variable. The ratio (speed ratio, reduction ratio) between the rotational speed input to the gear box 12b and the rotational speed output from the gear box 12b is a value corresponding to the combination of gears in the gear box 12b. The output of the engine 11 is changed according to the transmission ratio set in the gear box 12b and transmitted to the drive wheel 14 side.

An electric motor 13 is connected to the gear box 12b. The motor 13 is a motor generator that generates electric power by receiving electric power and generates regenerative power by receiving rotational driving force. The mounting position of the motor 13 is the rear of the output shaft of the gear box 12b, and the motor torque T _M can be transmitted to the drive wheels 14 regardless of whether the clutch 12a is connected or disconnected. When the clutch 12a is released, the motor torque T _M becomes the drive torque T _W transmitted to the drive wheel 14, and when the clutch 12a is engaged, the input engine torque T _E and the motor torque T _M input to the gear box 12b are used. combined torque is the driving torque T _W.

  The motor 13 functions to assist the driving force of the engine 11 by compensating for a torque shortage during a shift in the gear box 12b, for example. Moreover, the electric power for driving the motor 13 is supplied from the battery 16 for driving | running | working via transformation transformers, such as the inverter 15, for example.

  An accelerator stroke sensor 7 is provided at an arbitrary position of the vehicle 10 to detect an accelerator operation amount (a depression amount of an accelerator pedal). The accelerator operation amount is a parameter corresponding to the driver's acceleration request and intention to start, in other words, a parameter correlated with the load of the engine 11 (output request to the engine 11). Information on the accelerator operation amount detected by the accelerator stroke sensor 7 is transmitted to an engine control device 5 described later.

  The crankshaft of the engine 11 is provided with an engine speed sensor 8 that detects the rotation angle. The amount of change (angular velocity) per unit time of the rotation angle of the crankshaft is proportional to the actual rotation speed Ne of the engine 11. Therefore, the engine speed sensor 8 has a function of acquiring the actual speed Ne of the engine 11. Information about the rotation angle and the actual rotation speed Ne acquired here is transmitted to the engine control device 5 and the transmission control device 6. The actual rotational speed Ne may be calculated inside the engine control device 5 or the transmission control device 6 based on information on the rotational angle detected by the engine rotational speed sensor 8.

  Further, the automatic transmission 12 is provided with an input rotational speed sensor 9 that detects an input rotational speed Nt of the automatic transmission 12 via a clutch 12a. The input rotation speed sensor 9 detects, for example, the rotation speed of the rotation shaft between the clutch 12a and the gear box 12b as the input rotation speed Nt. Information on the input rotational speed Nt detected here is transmitted to the engine control device 5 and a transmission control device 6 described later.

[2. Control device]
The vehicle 10 is provided with a motor control device 1 (motor ECU), an engine control device 5 (engine ECU), and a transmission control device 6 (AMT ECU) as electronic control devices. These electronic control devices are configured, for example, as LSI devices or embedded electronic devices in which a microprocessor, ROM, RAM, and the like are integrated, and are connected to each other via a communication line of an in-vehicle network provided in the vehicle.

The engine control device 5 is an electronic control device that controls a wide range of systems such as an ignition system, a fuel system, an intake / exhaust system, and a valve system related to the engine 11. Here, torque base control based on the magnitude of torque required for the engine 11 is performed.
The engine control unit 5 of the present embodiment calculates the driver request torque T _D requested by the driver of the vehicle 10, as the driver request torque T _D is output from the engine 11, for each cylinder of the engine 11 The amount of air supplied, fuel injection amount, ignition timing, valve lift amount, valve timing, etc. are controlled. The value of the driver request torque T _D is calculated based on the actual rotational speed Ne of the accelerator operation amount and the engine 11.

Further, the engine control device 5 controls the operating state of the engine 11 so that the torque output from the engine 11 slightly decreases prior to the engagement / disengagement operation of the clutch 12a during the shift of the automatic transmission 12.
Here, the driver request torque T _D referred may include a torque than the torque required by the driver. For example, the driver torque and external control systems that require the vehicle 10 (automatic cruise control device, auxiliary control device, a vehicle stability control apparatus, etc.) obtained by adding the torque required by the driver request torque T _D Also good. Information of the calculated driver request torque T _D in the engine control unit 5 is transmitted to the motor controller 1 and the transmission control unit 6.

  The transmission control device 6 controls the shift operation of the automatic transmission 12. Here, whether or not a shifting operation is necessary is determined according to the operating state of the engine 11, the actual rotational speed Ne, the traveling speed of the vehicle 10, the operating state of the automatic transmission 12, the operating state of the shift lever, and the like. Various arithmetic processes relating to the operation of the box 12b are performed. For example, when the traveling speed of the vehicle 10 increases during traveling at a low speed, the transmission control device 6 determines whether or not to perform a shifting operation, and sends a shift change request signal to the automatic transmission 12 or the engine as necessary. This is transmitted to the control device 5. The transmission control device 6 calculates the hydraulic pressure for driving the friction engagement element of the clutch 12a and the hydraulic pressure for driving the power transmission mechanism in the gear box 12b, and the control signals corresponding thereto. Is transmitted to the automatic transmission 12.

Further, the transmission control device 6 of the present embodiment regards the actual rotational speed Ne of the engine 11 as the input side rotational speed of the clutch 12a, and uses the input rotational speed Nt detected by the input rotational speed sensor 9 as the output side of the clutch 12a. is regarded as the rotational speed, calculates the differential rotation speed and the rotation speed ratio of the input side speed and the output rotational speed, based on these and the driver's requested torque T _D, the input engine torque input to the gear box 12b T _E is calculated. Wherein the information of the operation input engine torque T _E is transmitted to the transmission control unit 6.

The motor control device 1 controls the operation of the motor 13. Here, the torque and rotational speed output from the motor 13 are calculated according to the traveling state of the vehicle 10, the operating state of the engine 11, the charging state of the battery 16, and the like, and the operation is controlled. For example, at the time of shifting in the gear box 12b, a motor torque T _M having a magnitude that compensates for torque fluctuation accompanying the connection / disconnection of the clutch 12a is calculated, and the motor torque T _M is output from the motor 13. A control signal corresponding to the voltage or current value applied to the motor 13 is transmitted.

Hereinafter, the motor torque T _M actually generated by the motor 13, to a value of the torque as a control target which is calculated within the motor control device 1 is referred to as "instruction value S". In general, there is a so-called response delay (time lag) from when the motor control device 1 calculates the instruction value S to when the motor torque _TM is actually generated when shifting the automatic transmission 12. On the other hand, the motor control device 1 of the present embodiment performs the first control and the second control as the control for eliminating the response delay of the motor 13 during such a shift.

The first control, when the shift operation and the driver request torque T _D and the input engine torque T _E is deviation (i.e., when the input engine torque T _E is reduced as compared to the driver request torque T _D), a control for setting the change gradient G _S indicated value S of the motor torque T _M to be output to the motor 13 than the gradient change G _D of their torque difference D increases. That is, in the first control, even when it also reduces a case of increasing the motor torque T _M, the motor 13 is controlled so that the rate of change of the motor torque T _M is increased.

On the other hand, the second control is a control for setting the change gradient G _S indicated value S of the motor torque T _M to be output to the motor 13 at the gradient change G _D the range of torque difference D. That is, in the second control, the motor 13 is controlled so that the changing speed of the motor torque T _M becomes moderate (slow).
As means for performing the first control and the second control, the motor control device 1 is provided with a torque difference calculation unit 2, a zone determination unit 3, and a motor control unit 4. These means may be realized by an electronic circuit (hardware), or may be programmed as software, or some of these functions may be provided as hardware, and the other part as software. It may be what you did.

[2-1. Torque difference calculation unit]
Torque difference calculation section 2 (calculating means) is for repeatedly calculating a driver request torque T _D with torque difference D between the input engine torque T _E and the change gradient G _D. Here, the value obtained by subtracting the input engine torque T _E from the driver requested torque T _D is calculated as the torque difference D. The value of the torque difference D corresponds to a shortage of torque that is not transmitted as the fastening force of the clutch 12a decreases. The change gradient G _D of the torque difference D is the amount of change in torque difference D per unit time (predetermined time).

For example, if the calculation cycle of the torque difference D is t, the torque difference D calculated in the previous calculation cycle is D _n-1, and the torque difference D calculated in the current calculation cycle is D _n , the change gradient G _D is obtained by G _D = (D _n −D _n−1 ) / t. Assuming that the unit time here is equal to the calculation cycle t, t in the above equation is t = 1, and therefore G _D = D _n −D _n−1 . In this case, the amount of change in torque difference D obtained in each operation cycle change gradient G _D, and the calculation of the variation gradient G _D is simplified. The value of the gradient change G _D computed here, is transmitted to the motor control unit 4.

[2-2. Zone determination unit]
The zone determination unit 3 sets a plurality of zones (periods) for properly using a plurality of controls such as the first control and the second control within the shift period, and grasps the progress status of the shift operation using the plurality of zones. , To judge. Here, as shown in FIG. 3A, one shift period is classified into six control zones. The zone determination unit 3 determines at any time which of the six control zones the shift operation at that time belongs to when the automatic transmission 12 performs a shift, and transmits the determination result to the motor control unit 4.

The first zone is located at the beginning of the shift period and is the first zone that is set when the shift is started. A period of a predetermined time width from the start of shifting corresponds to the first zone. Starting point of the first zone, and the time when the shift change request signal from the transmission control unit 6 is transmitted to the automatic transmission 12, the input engine torque T _E is the like when it becomes smaller than the driver request torque T _D. Also, the end point of the first zone, the time and the elapsed time from the start of the first zone exceeds a preset predetermined time, an instruction value of the motor torque T _M to be transmitted from the transmission control unit 6 to the motor 13 S is the time exceeds a predetermined value, when the motor torque T _M generated by the motor 13 exceeds a predetermined value, the input engine torque T _E and the like when it becomes less than a predetermined value.

The second zone is a zone located immediately after the first zone, and its start point coincides with the end point of the first zone. Further, the end point of the second zone is the time when the input engine torque _TE becomes 0, the time when the clutch 12a is completely released, or the like. The first zone and the second zone are periods in which the input engine torque T _E is reduced before the clutch 12a is completely released, and the motor 13 is controlled so that the motor torque T _M increases in both zones. The

The third zone is a zone located immediately after the second zone, and its start point coincides with the end point of the second zone. Also, the end point of the third zone, the input engine torque T _E is the time and that is greater than 0, the time or the like the elapsed time from the start of the third zone exceeds a predetermined time set in advance. In the third zone, the clutch 12a is completely released, and the gear combination is changed in the gear box 12b.

The fourth zone is a zone located immediately after the third zone, and its start point coincides with the end point of the third zone. The end point of the fourth zone is the time when the elapsed time from the start point of the fourth zone exceeds a predetermined time set in advance, the time when the indicated value S of the motor torque T _M becomes less than the predetermined value, the motor when the motor torque T _M generated by 13 is equal to or less than a predetermined value, the input engine torque T _E is to such time exceeds a predetermined value.

The fifth zone is a zone that is set subsequently to the fourth zone, and its start point coincides with the end point of the fourth zone. The end point of the fifth zone is the time when the elapsed time from the start point of the fifth zone exceeds a predetermined time set in advance, the motor torque _TM and its instruction value S are predetermined values (the end point determination of the fourth zone). When the input engine torque _TE exceeds a predetermined value (a value larger than a predetermined value related to the end point determination of the fourth zone).

The sixth zone is located at the end of the shift period and is set at the end of the shift operation. The start point of the sixth zone coincides with the end point of the fifth zone. Also, the end point of the sixth zone, the input rotation of the input time of the engine torque T _E is the time and the clutch 12a that matches the driver request torque T _D is completely engaged, the actual rotational speed Ne and the automatic transmission 12 of the engine 11 The time when the number Nt coincides.

[2-3. Motor control unit]
The motor control unit 4 (control means) controls the motor 13 according to the torque difference D calculated by the torque difference calculation unit 2 and its change gradient G _D , the type of control zone determined by the zone determination unit 3, and the like. To do. Here, a first control unit 4a for performing the first control and a second control unit 4b for performing the second control are provided.

First control unit 4a, which changes gradient G _S indicated value S of the motor torque T _M is set larger than the gradient change G _D of the torque difference D, and controls the motor 13 such that the motor torque T _M is suddenly changed It is. Here, when the zone determined by the zone determination unit 3 is the first zone or the fourth zone, the compensation rate K relating to the calculation of the instruction value S of the motor torque T _M is set to a value larger than 1. .

The compensation rate K is a parameter corresponding to the ratio of the change gradient G _S of the indicated value S of the motor torque T _M to the change gradient G _D of the torque difference D. When the compensation rate K is K = 1, the change gradient G _S of the instruction value S of the motor torque T _M becomes the same gradient as the change gradient G _D of the torque difference D.
Further, when the compensation ratio K is greater than 1, gradient change G _S indicated value S of the motor torque T _M is greater than the gradient change G _D of the torque difference D. That is, in this case, when the torque difference D tends to increase, the instruction value S of the motor torque T _M is excessively compensated, and when the torque difference D tends to decrease, the instruction value S of the motor torque T _M is excessive. To be reduced.

On the other hand, when the compensation ratio K is less than 1, the change gradient G _S indicated value S of the motor torque T _M is smaller than the gradient change G _D of the torque difference D. In this case, in the state where the torque difference D is increasing, the increase change of the instruction value S of the motor torque T _M is slow, and even in the state where the torque difference D is decreasing, the instruction value S of the motor torque T _M is It will gradually decrease.

Second control unit 4b sets the change gradient G _S indicated value S of the motor torque T _M in the following gradient change G _D, controls the motor 13 while suppressing an abrupt change of the motor torque T _M. Here, when the zone determined by the zone determination unit 3 is the third zone or the fifth zone, the compensation rate K is set to 1, and when the zone is the second zone or the sixth zone, the compensation rate K is less than 1. Set to a value.

Table 1 below shows the relationship between the compensation ratio is set by the motor control unit 4 K and the respective control zone and the sign of the gradient change G _D. Becomes gradient change G _D positive torque difference D is when the clutch 12a is controlled in the opening direction, the change gradient G _D and the torque transmission is interrupted becomes zero. On the other hand, when the clutch 12a is controlled in the engagement direction, the change gradient G _D takes a negative value.
Here, focusing on the control state of the clutch 12a, if classify a gear change period of the automatic transmission 12 to the extent that the range and variation gradient G _D gradient change G _D is greater than or equal to zero is less than 0, respectively In the first zone of the range, the compensation rate K is set to a value greater than 1, and then the compensation rate K is set to less than 1.

Subsequently, the motor control unit 4 changes the gradient G _S of the indicated value S of the motor torque T _M by multiplying the variation gradient G _D by the compensation rate K set by the first control unit 4a or the second control unit 4b. (G _S = K × G _D ) Further the motor control unit 4, since the gradient change G _S corresponds to a change amount of the indicated value S per unit time, the change instruction value of the gradient G _S in the motor torque T _M by multiplying the value obtained by multiplying the calculation cycle Calculate S.

For example, a computation cycle of the change in the gradient G _S and t, when an instruction value S of the motor torque T _M obtained in the previous computation cycle and S _n-1, the instruction value S _n calculated by the current calculation cycle S _n = S _n-1 + G _S × t Incidentally, if simplified operation here means a unit time assuming equal to the calculation cycle t, instruction value S _n becomes _{S n = S n-1 +} G S. Here instruction value S of the motor torque T _M calculated in is transmitted from the motor control unit 4 to the motor 13.

[3. flowchart]
FIG. 2 is a flowchart illustrating an example of control related to the speed change operation of the automatic transmission 12. This flow is repeated in the motor control device 1 at a predetermined cycle t.
In step A10, the driver request torque T _D calculated by the engine control unit 5 is inputted to the motor control device 1. The driver request torque T _D is a control target value of the torque to be transmitted to the drive wheels 14. In step A20, calculated by the transmission control unit 6 input engine torque T _E is input to the motor control device 1. The input engine torque T _E is equivalent to the engine torque inputted to the gear box 12b through the clutch 12a.

In step A30, the torque difference calculation section 2, the value obtained by subtracting the input engine torque T _E from the driver requested torque T _D is calculated as the torque difference D. Torque difference D that is calculated here corresponds to shortage of the torque of the input engine torque T _E, for example, the value brought to the fastening force of the clutch 12a is lowered during the shift increases. On the other hand, when the engagement force of the clutch 12a is increased, the input engine torque _TE is increased, so that the torque difference D is decreased. In the subsequent step A40, a change gradient GD of the torque difference _D is calculated. Gradient change G _D is may be obtained by differentiating the torque difference D time may be the difference between the torque difference D that is calculated for every predetermined period t.

  In step A50, the zone determination unit 3 identifies which of the six control zones the current speed change operation belongs to. Here, any one of the six control zones from the first zone to the sixth zone is selected as the current control zone. In the subsequent step A60, it is determined whether the control zone identified in the previous step is the first zone or the fourth zone. That is, here, it is determined whether or not the current control zone is a zone including the time when the torque difference D starts to fluctuate.

If this determination condition is satisfied, control proceeds to step A80, where the compensation rate K is set to a predetermined value K1 greater than ₁ . That is, the compensation rate K for performing the first control is set. On the other hand, if this determination condition is not satisfied, control proceeds to step A70.
In Step A70, it is determined whether the control zone identified in Step A50 is the third zone or the fifth zone. When this determination condition is satisfied, the control proceeds to step A90, and the compensation rate K is set to 1. On the other hand, the control when the determination condition is not satisfied proceeds to step A100, the compensation factor K is set to a value K ₂ of less than 1. This is the compensation rate K for performing the second control.

When one by the compensation factor K in step A80~A100 is set the procedure proceeds to step A110, a change in indication value S value is the motor torque T _M obtained by multiplying the compensation factor K on the calculated gradient change G _D in step A40 Calculated as gradient G _S. In step A 120, based on the immediately preceding value of the command value S of the motor torque T _M and the gradient change G _S etc., the indicated value S _n of the motor torque T _M in the present calculation cycle is calculated. In step A130, the instruction value S is transmitted from the motor control unit 4 to the motor 13, and the motor 13 is controlled. Thus, at the time of shifting the automatic transmission 12, either the first control or the second control is performed according to the compensation rate K set in Steps A80 to A100.

[4. Action]
[4-1. When setting the compensation rate by the input engine torque]
FIGS. 3A to 3D illustrate temporal variations in torque and clutch stroke at the time of shifting of the vehicle 10 equipped with the motor control device 1 described above. Time t ₀ is the time at which the shift change request signal from the transmission control unit 6 is output, the transmission period is a period from time t ₀ to time t _6. Also, here assumed to be the driver request torque T _D during shifting period is constant, the time t ₁ ~t ₆ respectively, the control zone disengaged the respective first zone to sixth zone time (time of the end point) And Incidentally, the time t ₁ ~t ₆ varies depending on the definition of each zone, will be described here as being the zone is cut based on the values of the input engine torque T _E.

The engine control device 5 receives the shift change request signal from the transmission control device 6 and controls the operating state of the engine 11 so as to slightly reduce the torque output from the engine 11. Thus, the input engine torque T _E indicated by a broken line in FIG. 3 (a) gradually decreases from time t _0, small compared with the driver request torque T _D. Therefore, the control zone at the start of shifting is the first zone. Further, the torque difference calculation unit 2 of the motor control apparatus 1, the torque difference D and its variation gradient G _D the driver request torque T _D and the input engine torque T _E is calculated. The torque difference D gradually increases from time t ₀ as indicated by a broken line in FIG.

The motor control unit 4, an instruction value S for outputting a motor torque T _M corresponding to the torque difference D to the motor 13 is calculated. Since the control zone at this time is the first zone, the compensation rate K is set to a value larger than 1. Thereby, the instruction value S immediately after the time t ₀ is set so that the change gradient G _S is larger than the change gradient G _D of the torque difference D. Therefore, as shown by the thin solid line in FIG. 3 (b), an instruction value S of the motor torque T _M is increased steeply.

Then further decrease the input engine torque T _E, the control zone at time t ₁ rushes into the second zone, the compensation factor K is set to a value smaller than 1 in the motor control unit 4. Thus, the change gradient G _S of the instruction value S of the motor torque T _M is set to be smaller than the change gradient G _D of the torque difference D. Therefore, as shown by the thin solid line in FIG. 3 (b), the increase slope of the time t ₁ after the indicated value S becomes slow.

The control of such instruction value S, actually the motor torque T _M from the motor 13 begins to be output, as shown in FIG. 3 (b), the elapsed response delay time P from time t ₀ Time t _A. Further, the driving torque T _W transferred from the automatic transmission 12 to the drive wheel 14 side is a torque obtained by adding the input engine torque T _E and the motor torque T _M input to the gear box 12b. Accordingly, as indicated by the thick solid line in FIG. 3 (c), the direction of change of the driving torque T _W began to decrease from the time t ₀ is turned to the increasing direction at time t _A, the lack of input engine torque T _E min Will be compensated quickly.

Furthermore, since the increase gradient of the motor torque T _M becomes slow after the time t _B when the response delay time P elapses from the time t _1, the increase amount of the drive torque T _W is suppressed, and excessive torque assist is suppressed. . Thus, as indicated by the thick solid line in FIG. 3 (c), the at the time t _B after approximately equal driving torque T _W and before the start of the shift is realized, greatly sense of torque loss due to the opening of the clutch 12a Decrease.

Note that the motor torque T _M corresponding to the indicated value S at time t ₂ is generated at time t _C when the response delay time P has elapsed from time t ₂ , that is, the motor torque T _M changes to the torque difference D. It catches up after the control zone transitions to the third zone. However, the control of this embodiment is greater compensation ratio K which is set in the first zone than 1, and, for compensating rate K set in the second zone is 1 or less, the time from the time t _A t of time to _C, increase the efficiency of the motor torque T _M in the first half period is improved. Therefore, as shown in FIG. 3C, the drive torque _TW is restored to the level before the start of the shift while the control zone is positioned in the second zone.

A control zone inputs engine torque T _E is T _E = 0 at time t ₂ becomes the third zone, the compensation factor K is set to K = 1 in the motor control unit 4. Thereby, the change gradient G _S of the instruction value S of the motor torque T _M becomes the same gradient as the change gradient G _D of the torque difference D. When the motor torque T _M reaches the maximum torque T _MMAX that can be output by the motor 13 in the second zone and the third zone, the maximum torque T _MMAX is maintained until the end point of the third zone.

In the third zone, as shown in FIG. 3D, the transmission control device 6 controls the clutch 12a in the release direction, that is, moves the clutch stroke in the release direction. Therefore, only the motor torque T _M becomes the drive torque T _{W of the} vehicle 10. On the other hand, since the compensation rate K set at this time is K = 1, the change gradient G _S of the instruction value S of the motor torque T _M becomes the same gradient as the change gradient G _D of the torque difference D, that is, the driver request torque the same as the change in slope of T _D. Further, when the value of the driver request torque T _D is constant, the motor torque T _M is equal to the driver request torque T _D.

When the speed change operation in the gear box 12b is completed, the transmission control device 6 controls the clutch 12a in the engaging direction, that is, moves the clutch stroke in the engaging direction. When the torque transmission between the frictional engagement elements at the time t ₃ is started, as shown in FIG. 3 (a), the input engine torque T _E increases gradually. At this time, the control zone is set to the fourth zone, the torque difference D and its variation gradient G _D is calculated. In the fourth zone, the change gradient GD of the torque difference _D is negative.
Furthermore, the compensation factor K in the motor control unit 4 is set to a value greater than 1, an instruction value S of the motor torque T _M is computed. Thus, variation gradient G _S indicator value S becomes larger the slope negative change gradient G _D, as indicated by the thin solid line in FIG. 3 (b), an instruction value S of the motor torque T _M is reduced steeply To do.

Thereafter, the clutch 12a is further increased input engine torque T _E As the engaged gradually, the control zone at time t ₄ is shifted to the fifth zone, the compensation factor K in the motor control unit 4 to K = 1 Is set. Thereby, the change gradient G _S of the instruction value S of the motor torque T _M becomes the same gradient as the change gradient G _D of the torque difference D. Furthermore, when the control zone reaches the sixth zone at time t ₅ , the compensation rate K is set to a value smaller than 1 by the motor control unit 4. Thus, the change gradient G _S of the instruction value S of the motor torque T _M is set to be smaller than the change gradient G _D of the torque difference D. Therefore, as shown by the thin solid line in FIG. 3 (b), the decreasing gradient of the time t ₄ after the instruction value S becomes slow, the gentler the after time t _5. At time t ₆ the input engine torque T _E and speed change operation and to match the driver request torque T _D is completed, the control zone is disengaged the sixth zone.

  In the middle of the fourth zone and the fifth zone, the engine control device 5 may control the operation state of the engine 11 so that the torque output from the engine 11 is slightly increased. For example, when control for slightly reducing the torque output from the engine 11 at the start of shifting is performed, the same amount of torque may be increased.

The shift period from the fourth zone of the up sixth zone, the motor 13 as the motor torque T _M is reduced is controlled. Motor torque T _M that are actually output from the motor 13 varies with the response delay time P minutes delay for the indicated value S. That is, an instruction value time t ₃ when changing the gradient G _S in S is changed, t _4, the time at which the response delay time P has elapsed from each of t ₅ t _D, t _E, when a t _F, the motor torque T _M is It decreased steeply between time t _D ~t _E, in between time t _E ~t _F decreases at low gradient. Thus, as shown by a thick solid line in FIG. 3 (c), the direction of change of the driving torque T _W began to increase from the time t ₃ is turned to the decreasing direction at a time t _D, excess input engine torque T _E Minutes are offset.

On the other hand, after time t _E for decreasing gradient of the motor torque T _M becomes gradual reduction amount of the driving torque T _W is suppressed. Furthermore, the after time t _F when the reduced motor torque T _M is further slowly, the value of the driving torque T _W is stabilized. Thus, in the fourth zone, torque assist is sharply reduced, and in the subsequent fifth and sixth zones, a relatively small amount of torque assist is maintained until the latter stage of the shift period, and the torque balance is maintained. It is. Thus, as indicated by the thick solid line in FIG. 3 (c), the at the time t _E thereafter substantially equal driving torque T _W and before the start of the shift is achieved, the extrusion feeling of the vehicle 10 due to the engagement of the clutch 12a Is resolved.

[4-2. Comparative example with fixed compensation rate]
As a comparative example, FIGS. 4A and 4B illustrate torque fluctuations over time when the motor control device 1 does not change the compensation rate K at all. Here, it is assumed that the compensation rate K is constant (for example, K = 1) over the entire shift period. Further, it is assumed that the behavior of the clutch 12a is the same as that shown in FIG. 3 (d), and the input engine torque _TE also changes in the same manner as shown by the broken line in FIG. 3 (a).

In this case, the change gradient G _S of the instruction value S calculated by the motor control unit 4 always matches the change gradient G _D of the torque difference D. Thus, an instruction value S of the motor torque T _M, as shown in FIG. 4 (a), is set to the same value and change the gradient G _D of the torque difference D. Therefore, the motor torque T _M which is actually output from the motor 13, as indicated by the thick solid line in FIG. 4 (a), the starts to increase at time t _A the response delay time P has elapsed from the time t _0, a constant Increase with a slope of. The increase in the driving torque T _W is stopped, the time t _C of the response delay time P has elapsed from the time t _2.

On the other hand, the drive torque T _W transmitted from the automatic transmission 12 to the drive wheel 14 side is given as the sum of the input engine torque T _E and the motor torque T _M, and is shown by a thick solid line in FIG. Fluctuate as follows. Variation gradient of the motor torque T _M since the compensation factor K is K = 1 is the same value of the change gradient opposite sign of the input engine torque T _E. Therefore, in the period from the time t _A where these two torque varies both up time t _2, the act to the motor torque T _M is compensated only reduction of the input engine torque T _E, the value of the driving torque T _W There is equilibrium in less than before the shift start predetermined value T _X. As a result, the driving torque T _W is insufficient for a long period from time t ₀ to time t _C, and a feeling of torque loss associated with the release of the clutch 12a occurs.

Further, at the time of engagement of the clutch 12a, for the time t _D in the motor torque T _M of the input engine torque T _E has passed the response delay time P from a time t ₃ when starts to rise begins to decrease, the value of the driving torque T _W Equilibrium is performed at a predetermined value _TY that is larger than that before the start of shifting. Assuming that the time at which the response delay time P has elapsed from time t ₆ is t _G , the driving torque T _W becomes excessive for a long time from time t ₃ to time t _G, and the feeling of extrusion accompanying the engagement of the clutch 12 a is felt. Occur.

In this manner, by carrying out a first control to greater than 1 prior to compensation ratio K to the generation of the motor torque T _M, and a second control that sets the compensation rate K 1 or less thereafter, improves the convergence rate of the driver request torque T _D of the driving torque T _W is, the torque loss feeling and extrusion feeling accompanying the shift operation of the clutch 12a is eliminated. And graphical form of the above shown in FIG. 4 (b) driving torque T _W indicated by a thick solid line in the difference between the graph shape of the driving torque T _W indicated by a thick solid line in FIG. 3 (c), the motor This is derived from the setting method of the compensation rate K in the control unit 4.

[5. effect]
(1) In the motor control device 1 described above, the change gradient G _S of the instruction value S of the motor torque T _M is set to be steeper than the change gradient G _D of the torque difference D in the first zone in the release process of the clutch 12a. Is done. Further, in the subsequent second zone, variation gradient G _S is set to low-gradient smaller than the gradient change G _D of the torque difference D.
The same is true in the engagement process of the clutch 12a, is set steeper greater than the change gradient G _D changes the gradient G _S torque difference D instruction value S in the fourth zone motor torque T _M, then the first In the fifth zone and the sixth zone, a small and gentle slope is set.

As shown in FIG. 3C, the gradual setting of the change gradient G _S reduces the response delay of the motor 13 and the fluctuation width and fluctuation time of the drive torque associated with the engagement and disconnection of the clutch 12a. Can do.
For example, at the falling edge of the input engine torque T _E may be reduced feeling loss torque by the assist delay of the motor torque T _M. Alternatively, when the rise of the input engine torque T _E, it is possible to reduce the extrusion feeling of the vehicle due to the residual of the motor torque T _M. Thereby, drive feeling can be improved.

(2) In the motor control apparatus 1 described above, the time t _{0 at} which the torque difference D starts to increase is the starting point of the first zone, and the time t _{3 at} which the torque difference D starts to decrease is the starting point of the fourth zone. Has been. The value of the compensation rate K set in the first zone and the fourth zone is set to a value larger than 1 in any zone. That is, in the above motor control apparatus 1, the first control is performed at the start torque variations difference D, the indicated value S to the motor 13 is controlled so that the rate of change of the motor torque T _M is increased. As a result, the initial control amount of the rise and fall of the motor torque T _M is amplified, and the time taken to suppress the torque fluctuation due to the response delay of the motor 13 can be shortened quickly. Torque fluctuation can be suppressed.

(3) In the motor control device 1 described above, the change gradient G _S of the instruction value S of the motor torque T _M is controlled using the compensation rate K. Since the compensation rate K is a parameter corresponding to the ratio of the change gradient G _S of the indicated value S of the motor torque T _M to the change gradient G _D of the torque difference D, the change rate G _D of the torque difference D is multiplied by the compensation rate K. The obtained value becomes the change gradient G _S of the indicated value S. Thus, the calculation configuration can be simplified by using the compensation rate K, and the change gradient G _S of the instruction value S of the motor torque T _M can be easily switched.

(4) Further, in the motor control apparatus 1, each zone from the first zone based on the value of the input engine torque T _E to sixth zone are carved. That is, the input compensation factor K based on the value of the engine torque T _E is set, change gradient G _S indicated value S of the motor torque T _M will be is switched. In this way, by controlling the motor 13 according to the magnitude of the engine torque input to the gear box 12b, the output of the motor torque T _M can be adjusted so as to match the connection / disconnection state of the clutch 12a. next, it is possible to improve the followability to the driver requested torque T _D of the driving torque T _W.

[6. Modified example]
Regardless of the embodiment described above, various modifications can be made without departing from the spirit of the invention. Each structure of this embodiment can be selected as needed, or may be combined appropriately.
For example, in the above-described embodiment, as illustrated in Table 1, the example in which the value of the compensation rate K is set in advance for each control zone is illustrated, but the control configuration in which the value of the compensation rate K is changed according to the shift state. It is good. In this case, at least a control period in which the compensation rate K is greater than 1 is provided, and a control period in which the compensation rate K is 1 or less is provided thereafter.

In the aforementioned embodiment, as shown in FIG. 3 (a), identifies the control zone in accordance with the value of the input engine torque T _E, what compensation rate K corresponding to each of the control zones is set Although illustrated, the method for identifying the control zone and the method for setting the compensation rate K are not limited to this.
Specifically, the second zone and the third zone, the fifth zone may be used motor torque T _M in the identification of such sixth zone. In this case, it may be determined that the control zone has shifted when the motor torque T _M (that is, the motor torque response value) actually output from the motor 13 exceeds a predetermined value. By switching the change gradient G _S in the instruction value S based on the value of the motor torque T _M, it is possible to implement the first control and the second control in accordance with the maximum output capacity of the motor 13. For example, as the time when the motor torque T _M corresponding to the time and the end point of the third zone to reach the maximum torque T _MMAX match, it is possible to fine-tune the change gradient G _S in the second control, the driving torque the followability to the driver requested torque T _D of T _W can be further improved.

Alternatively, the control configuration may be such that when the first zone, the second zone, the fourth zone, the fifth zone, etc. are identified, the elapsed time from the start of the fluctuation of the torque difference D is referred to. For example, it may be determined that the transition from the first zone to the second zone is made when a predetermined first control time has elapsed from time t ₀ . By switching the change gradient G _S of the instruction value S of the motor torque T _M based on the elapsed time from the time when the torque difference D starts to fluctuate, the response delay of the motor 13 is recovered regardless of the speed of the shifting operation. Torque can be applied to the automatic transmission 12. The first control time can be set shorter as the compensation rate K set in the period is larger.

Further, in the above-described embodiment, the motor control device 1 exemplifies information that acquires information such as the driver request torque T _D and the input engine torque T _E from the engine control device 5 and the transmission control device 6. The specific acquisition method is arbitrary. For example, based on the actual rotational speed Ne of the accelerator operation amount and the engine 11, to the motor control apparatus 1 may be configured for calculating a value of the driver request torque T _D, it is the same for the input engine torque T _E.

DESCRIPTION OF SYMBOLS 1 Motor control apparatus 2 Torque difference calculating part (calculation means)
3 Zone judgment part 4 Motor control part (control means)
10 Vehicle 11 Engine 12 Automatic transmission 12a Clutch 12b Gear box (transmission)
13 Motor 14 Drive wheel

Claims (6)

A shift control device for a vehicle, comprising: an engine connected to a transmission via a clutch; and a motor for supplying motor torque to drive wheels for equalizing torque fluctuations associated with connection and disconnection of the clutch,
A calculation means for calculating a torque difference between a required torque for the vehicle and an engine torque input to the transmission;
Control means for causing the motor to output the motor torque corresponding to the torque difference,
The control means is
A first control for setting a change gradient of the indicated value of the motor torque to be larger than a change gradient of the torque difference;
And a second control for setting a change gradient of the indicated value of the motor torque to be equal to or less than the change gradient of the torque difference after the first control. 2. The vehicle shift control device according to claim 1, wherein the control means performs the first control at the start of fluctuation of the torque difference. The control means is
The ratio of the change gradient of the indicated value of the motor torque to the change gradient of the torque difference is calculated as a compensation rate,
While setting the compensation rate during the first control larger than 1,
The shift control apparatus for a vehicle according to claim 1 or 2, wherein the compensation rate during the second control is set to 1 or less. The said control means refers to the value of the engine torque input into the said transmission as switching conditions from said 1st control to said 2nd control, The any one of Claims 1-3 characterized by the above-mentioned. The gear shift control device for a vehicle according to 1. The vehicle shift according to any one of claims 1 to 4, wherein the control means refers to the value of the motor torque as a switching condition from the first control to the second control. Control device. The said control means refers to the elapsed time from the time of the fluctuation | variation start of the said torque difference as switching conditions from said 1st control to said 2nd control, The any one of Claims 1-5 characterized by the above-mentioned. The gear shift control device for a vehicle according to 1.

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