JP4416966B2 - Vehicle control apparatus and vehicle control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce fluctuation of output shaft torque accompanying control of the number of revolutions during transmission and to lower a torque gap in the end of the transmission so as to improve transmission performance of an automobile. SOLUTION: A torque decrement of the output shaft 20 in transmission is corrected, and on the basis of the corrected torque decrement corrected value, torque of an input shaft 8 or the number of revolutions of the input shaft in the end of the transmission is regulated.

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an automobile control device and an automobile control method.
[0002]
[Prior art]
Japanese Patent Application Laid-Open No. 61-45163 describes an automobile control device using a gear-type transmission. This control device is provided with a friction clutch in the gear that is the minimum gear ratio of the gear type transmission, and controls the input shaft rotation speed of the transmission by shifting the friction clutch at the time of shifting and synchronizes with the output shaft rotation speed. In addition, it is intended to realize a smooth shift by correcting a torque drop during the shift by the torque transmitted by the friction clutch.
[0003]
[Problems to be solved by the invention]
However, when the rotational speed control using only the friction clutch is performed during the shift, there is a problem that the output shaft torque corrected by the friction clutch fluctuates and the passenger feels uncomfortable.
[0004]
In addition, when the shift is completed, if the torque decrease correction value during the shift corrected by the friction clutch does not match the torque of the input shaft transmitted to the output shaft by the meshing clutch, a torque step is generated at the end of the shift. There is also a problem that shaft vibration occurs after shifting.
[0005]
An object of the present invention is to improve the speed change performance of an automobile by suppressing the fluctuation of the output shaft torque accompanying the rotation speed control during the speed change and reducing the torque step at the end of the speed change.
[0006]
[Means for Solving the Problems]
  The present inventionAs described in claims 1 to 4, a plurality of gears capable of transmitting torque from the input shaft to the output shaft, a plurality of meshing clutches, and adjusting the pressing force, torque can be transmitted from the input shaft to the output shaft. A torque control device capable of transmission, and a control device for an automobile equipped with a gear-type transmission,
A torque transmission path between the input shaft and the output shaft is formed by controlling the connection between any one of the gears and the meshing clutch, and the connection between the gear and the meshing clutch is a first connection. Forming another torque transmission path between the input shaft and the output shaft by controlling the torque correction device when switching from the second connection to the second connection;
By switching from the other torque transmission path to the torque transmission path formed by the second connection, the ratio of the rotational speeds of the input shaft and the output shaft is within a predetermined range. The torque of the input shaft is controlled after the first connection is released and before the second connection is started.It is characterized by that.
[0007]
  Further, according to the present invention, as described in claims 5 and 6, a plurality of gears capable of transmitting torque from the input shaft to the output shaft, a plurality of meshing clutches, and adjusting the pressing force from the input shaft. A motor vehicle control device including a gear transmission having a torque correction device capable of transmitting torque to the output shaft, and a motor capable of transmitting torque to the input shaft of the gear transmission,
A torque transmission path between the input shaft and the output shaft is formed by controlling the connection between any one of the gears and the meshing clutch, and the connection between the gear and the meshing clutch is a first connection. Forming another torque transmission path between the input shaft and the output shaft by controlling the torque correction device when switching from the second connection to the second connection;
By switching from the other torque transmission path to the torque transmission path formed by the second connection, the ratio of the rotational speeds of the input shaft and the output shaft is within a predetermined range. Control the torque of the motor after the first connection is released and before the second connection is startedIt is characterized by that.
[0008]
  The present invention also provides:As described in claims 7 to 10, a plurality of gears capable of transmitting torque from the input shaft to the output shaft, a plurality of meshing clutches, and the torque from the input shaft to the output shaft are adjusted by adjusting the pressing force. A torque correction device capable of transmission, and a control method for an automobile equipped with a gear-type transmission,
A torque transmission path between the input shaft and the output shaft is formed by controlling the connection between any one of the gears and the meshing clutch, and the connection between the gear and the meshing clutch is a first connection. Forming another torque transmission path between the input shaft and the output shaft by controlling the torque correction device when switching from the second connection to the second connection;
By switching from the other torque transmission path to the torque transmission path formed by the second connection, the ratio of the rotational speeds of the input shaft and the output shaft is within a predetermined range. The torque of the input shaft is controlled after the first connection is released and before the second connection is started.It is characterized by that.
[0009]
  Further features of the present invention are the claims 11-11.29Specifically, it will be described based on the embodiments of the invention described below.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described in detail with reference to the drawings.
[0011]
FIG. 1 is a block diagram of an automobile system and its control apparatus according to an embodiment of the present invention.
[0012]
The engine 1 includes an electronic control throttle 2 that adjusts the engine torque and a rotation sensor 37 that measures the rotational speed Ne of the engine 1, and can control the output torque with high accuracy.
[0013]
A clutch 4 is provided between the output shaft 3 of the engine 1 and the input shaft 8 of the gear transmission 50 so that the torque of the engine 1 can be transmitted to the input shaft 8. The clutch 4 is of a dry single plate type, and an actuator 32 driven by hydraulic pressure is used for controlling the pressing force, and the input force from the output shaft 3 of the engine 1 is adjusted by adjusting the pressing force of the clutch 4. The power transmission to the shaft 8 is intermittent.
[0014]
Gears 5, 6 and 7 are fixed to the input shaft 8. The gear 5 is also used as a rotational speed Nin detector of the input shaft 8, and the rotational speed Nin of the input shaft 8 can be detected by detecting the movement of the teeth of the gear 5 by the sensor 36.
[0015]
A gear 24 having a clutch 25 is connected to the output shaft 26 of the motor 27, and the gear 24 is always meshed with the gear 7. The clutch 25 is of a dry single plate type, and enables the output torque of the motor 27 to be transmitted to the gear 24. The pressing force of the clutch 25 is controlled by an actuator 29 driven by hydraulic pressure, and the power transmission from the output shaft 26 to the input shaft 8 can be interrupted by adjusting the pressing force of the clutch 25.
[0016]
The output shaft 20 of the gear transmission 50 includes a gear 18 having a gear 14 and a synchronizer ring 16, a gear 11 having a gear 12 and a synchronizer ring 15, the gear 18, the gear 11, and the output shaft 20. Are provided with a hub 17 and a sleeve (not shown). The gear 18 and the gear 11 are provided with stoppers (not shown) so as not to move in the axial direction of the output shaft 20. Further, a groove (not shown) that meshes with a plurality of grooves (not shown) of the output shaft 20 is provided inside the hub 17 so that the hub 17 is relatively moved in the axial direction of the output shaft 20. However, the output shaft 20 is engaged so as to limit relative movement in the rotational direction. Accordingly, the torque of the hub 17 is transmitted to the output shaft 20.
[0017]
In order to transmit the torque from the input shaft 8 to the hub 17, the hub 17 and the sleeve are moved in the axial direction of the output shaft 20, and the gear 14 or the gear 12 is connected via the synchronizer ring 16 or the synchronizer ring 15. And the hub 17 need to be directly connected. For the movement of the hub 17 and the sleeve, an actuator 30 driven by hydraulic pressure is used.
[0018]
The hub 17 is also used as a rotational speed No detector of the output shaft 20, and the rotational speed of the output shaft 20 can be detected by detecting the rotation of the hub 17 by the sensor 13.
[0019]
The meshing clutch mechanism as torque transmitting means comprising the hub 17 and the sleeve, the gear 14 and the synchronizer ring 16, and the gear 12 and the synchronizer ring 15 is referred to as a dog clutch.
[0020]
These mechanisms support energy reduction by enabling energy from a power source such as the engine 1 to be transmitted to the tire 23 via the differential device 21 and the axle 22 with high efficiency.
[0021]
The output shaft 20 is provided with a gear 9 having a clutch 10. The clutch 10 uses a wet multi-plate friction clutch as torque transmission means, and enables the torque of the input shaft 8 to be transmitted to the output shaft 20. For controlling the pressing force of the clutch 10, an actuator 32 driven by hydraulic pressure is used, and by adjusting this pressing force, power transmission from the input shaft 8 to the output shaft 20 can be interrupted.
[0022]
The gear ratio between the gear 5 and the gear 9 is smaller than the gear ratio between the gear 7 and the gear 18 and the gear ratio between the gear 6 and the gear 11.
[0023]
In the engine 1, an intake air amount is controlled by an electronic control throttle 2 provided in an intake pipe (not shown), and an amount of fuel corresponding to the intake air amount is injected from a fuel injection device (not shown). Further, the ignition timing is determined based on an air-fuel ratio determined from the air amount and the fuel amount, and a signal such as the engine speed Ne, and ignition is performed by an ignition device (not shown).
[0024]
Fuel injection devices include an intake port injection method in which fuel is injected into an intake port or an in-cylinder injection method in which fuel is directly injected into a cylinder. The operating range required by the engine (determined by engine torque and engine speed) It is desirable to select a method that can reduce fuel consumption and has good exhaust performance.
[0025]
Next, the control device 100 that controls the engine 1, the actuators 29, 30, 31, 32, and the motor 27 will be described.
[0026]
The control device 100 detects the accelerator pedal depression amount signal α, the shift lever position signal Ii, the engine speed signal Ne detected by the sensor 37, the input shaft speed signal Nin detected by the sensor 36, and the sensor 13. The output shaft rotational speed signal No. is input. And this control apparatus 100 calculates the torque Te of the engine 1, and transmits to the control apparatus 34 by LAN which is a communication means.
[0027]
The control device 34 calculates the throttle valve opening, fuel amount, and ignition timing for achieving the received engine torque Te, and controls each actuator (for example, the electronic control throttle 2).
[0028]
Moreover, the control apparatus 100 calculates the torque and rotation speed of the motor 27, and transmits to the control apparatus 35 by LAN, and controls a motor. The control device 35 performs control to charge the battery 28 with electric power obtained from the motor 27 and supply electric power from the battery 28 to drive the motor 27.
[0029]
The control device 100 includes a vehicle speed detection unit 101, a shift command generation unit 102, a torque decrease correction unit 103, a rotation speed control unit 104, and a torque adjustment unit 105.
[0030]
The vehicle speed detecting means 101 calculates the vehicle speed Vsp based on the output shaft rotational speed No detected by the sensor 13 as Vsp = f (Nm) by the function f.
[0031]
The shift command generation means 102 determines the shift command Ss based on the input accelerator pedal depression amount α and the vehicle speed Vsp obtained by the vehicle speed detection means 101. The shift command Ss is selected from those stored in storage means (not shown) in the control device 100 by obtaining a value at which the engine 1 and the motor 27 are most efficient through experiments or simulations.
[0032]
Here, the control of the clutch 10 when the gear position is changed (shifted) from the first speed operation state to the second speed operation state will be described with reference to FIGS. The control of the clutch 10 is performed by the control device 33 controlling the actuators 29 to 32 based on an instruction from the control device 100 in order to control the gear transmission 50.
[0033]
FIG. 2 is an explanatory diagram of the first speed driving state when the vehicle is to be accelerated while running with the driving force of the engine 1, and the dotted line arrows in the figure indicate the 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 a released state.
[0034]
When the shift command Ss is output by the shift command generation means 102, the dog clutch (hub 17) is released and the connection between the gear 18 and the output shaft 20 is released as shown in FIG. At the same time, the actuator 31 is controlled and the clutch 10 is pressed and connected to transmit the torque of the engine 1 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 do. Thus, when the torque of the engine 1 is transmitted to the axle 22 by the pressing force of the clutch 10 and used as the driving torque of the vehicle, the gears 5 and 9 are used and the gear ratio becomes small, so the load on the engine 1 becomes large. As a result, the rotational speed decreases, and the gear ratio between the output shaft 20 and the input shaft 8 approaches the gear ratio of the second speed (the direction in which the gear ratio becomes smaller) than the gear ratio of the first gear.
[0035]
Here, when the gear ratio of the input shaft 8 and the output shaft 20 becomes the gear ratio of the second speed, the dog clutch (hub 17) is connected to the gear 11 to connect the gear 11 and the output shaft 20 as shown in FIG. Link. 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 torque transmission path of the engine 1 is in the order of the output shaft 3, the clutch 4, the input shaft 8, the gear 6, the gear 11, the hub 17, and the output shaft 20 of the engine 1.
[0036]
As described above, at the time of shifting, the first speed state is released to attain a neutral state. At this time, since the torque of the engine 1 is transmitted to the axle 22 by the clutch 10 and the gears 5 and 9, this shifting is performed. It is possible to correct a decrease in torque.
[0037]
Here, the control method at the time of the shift in the vehicle control apparatus of this embodiment will be described with reference to FIGS.
[0038]
First, the contents of the control process in the torque reduction correction means 103 will be described.
[0039]
FIG. 5 is a flowchart of the control process in the torque reduction correction unit 103.
[0040]
Step 501
The shift command Ss output from the shift command generation means 102 is read.
[0041]
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.
[0042]
Step 503
Based on the torque Te1 of the engine 1 before the shift read in step 502, the torque Tout1 of the output shaft 20 before the shift (at the first speed) is calculated.
[0043]
Step 504
Based on the torque Tout1 of the output shaft 20 calculated in step 503, the FF (feed forward) target torque Tc_ff of the clutch 10 is calculated. Further, assuming that the speed ratio of the first speed is R1, the speed ratio of the second speed is R2, the engine speed before the shift is Ne1, and the engine speed after the shift (at the second speed) is Ne2, the engine speed after the shift The number Ne2 can be estimated as Ne2≈Ne1 × (R2 / R1). The engine torque after the shift can be obtained according to the estimated engine speed Ne2 and the throttle opening, and 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 torque Tout2.
[0044]
Step 505
It is determined whether or not 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.
[0045]
Step 506
If the input / output shaft rotation 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.
[0046]
Step 507
If the input / output shaft speed ratio Rch is within a predetermined range during a shift, an error between the target speed ratio corresponding to the speed ratio of the second gear 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.
[0047]
Step 508
The torque reduction correction value Tc_ref during the shift is calculated as Tc_ref = Tc_ff + Tc_fb.
[0048]
Step 509
The torque reduction correction value Tc_ref during the shift obtained in steps 506 and 508 is output as the target torque of the clutch 10. The output torque decrease correction value Tc_ref is transmitted to the control device 33 via the LAN.
[0049]
The control device 33 is a control device that drives the actuators 29 to 33 by hydraulic pressure, and controls the actuator 31 based on the value of Tc_ref to adjust the pressing force of the clutch 10 and correct the torque decrease during the shift. To do.
[0050]
As described above, the torque drop correction means 103 can correct the torque drop of the output shaft 20 during a shift, thereby improving the shift performance.
[0051]
Next, the contents of control processing in the rotation speed control means 104 and the torque adjustment means 105 will be described.
[0052]
FIG. 6 is a flowchart of control processing in the rotation speed control means 104 and the torque adjustment means 105.
[0053]
Step 601
It is determined whether the input / output shaft rotational speed ratio Rch obtained based on the engine rotational speed Ne (input shaft rotational speed Nin) and the output shaft rotational speed No is within a predetermined range. When it is not within the predetermined range, the routine proceeds to step 602, where the control processing by the rotation speed control means 104 is performed, and when within the predetermined range, the routine proceeds to step 603, where the control processing by the torque adjustment means 105 is performed.
[0054]
First, the contents of the control process of the rotation speed control means 104 executed in steps 602 to 604 will be described.
[0055]
Step 602
The torque reduction correction value Tc_ref obtained by Tc_ref = Tc_ff is read.
[0056]
Step 603
Based on the torque reduction correction value Tc_ref read in step 602, the target torque Te_ref1 of the engine 1 that achieves the engine speed Ne that achieves a predetermined input / output shaft speed ratio Rch is calculated.
[0057]
Step 604
The target torque Te_ref1 of the engine 1 obtained in step 603 is output. The output target torque Te_ref1 of the engine 1 is transmitted to the control device 34 via the LAN.
[0058]
The control device 34 controls the electronic control throttle 2 so as to achieve the target torque Te_ref1 of the engine 1.
[0059]
In addition, the rotation speed control means 104 may control the air-fuel ratio of the engine 1 or the ignition timing in order to achieve the target torque Te_ref1 of the engine 1.
[0060]
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 speed control means 104, and to suppress the inertia torque at the time of the second speed connection and to achieve the speed change performance. Can be improved.
[0061]
Next, the contents of the control process of the torque adjusting unit 105 executed in steps 605 to 607 will be described.
[0062]
Step 605
The torque reduction correction value Tc_ref obtained by Tc_ref = Tc_ff + Tc_fb is read.
[0063]
Step 606
Based on the torque reduction correction value Tc_ref read in step 605, the target torque Te_ref2 of the engine 1 is calculated so that the deviation between the output shaft torque after the shift and the torque reduction correction value Tc_ref is reduced.
[0064]
Step 607
The target torque Te_ref2 of the engine 1 obtained in step 606 is output. The output target torque Te_ref2 of the engine 1 is transmitted to the control device 34 via the LAN.
[0065]
The control device 34 controls the electronic control throttle 2 so as to achieve the target torque Te_ref2 of the engine 1.
[0066]
Further, in the torque adjusting means 105, the air-fuel ratio of the engine 1 may be controlled or the ignition timing may be controlled in order to achieve the target torque Te_ref2 of the engine 1.
[0067]
As described above, the torque adjusting means 105 controls 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. It is possible to reduce the torque step and suppress the shaft vibration after the shift and improve the shift performance.
[0068]
Next, the operation at the time of shifting will be described.
[0069]
FIG. 7 is a time chart showing a control state at the time of shifting. 7, (A) is a shift command Ss, (B) is a shift lever position Ii corresponding to the dog clutch position, (C) is an input / output shaft speed ratio Rch, (D) is a throttle opening θ, (E ) Shows the torque Tc of the clutch 10, and (F) shows the torque Tout of the output shaft 20. The horizontal axis indicates time.
[0070]
As shown in (A), when a shift command Ss to the second speed is output at point a during traveling in the first speed state, the shift control is started, and as shown in (E), the torque Tc of the clutch 10 is started. Gradually increase.
[0071]
As the torque Tc of the clutch 10 increases, the torque Tout of the output shaft 20 gradually decreases as shown in (F), and the dog clutch connected to the first speed side can be released at the point b. It becomes. This is because the torque transmitted by the gears 5 and 9 is reduced to a value at which the dog clutch can be released.
[0072]
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 a neutral state (during shifting) as shown in FIG. Start actual shifting.
[0073]
When the shift lever position Ii is in the neutral state, as shown in (E), the control of the clutch 10 for correcting the torque decrease during the shift is started, and the target torque Tc_ref = clutch 10 output from the torque decrease correction means 103 is started. By controlling the actuator 31 according to the value of Tc_ff, as shown by (F), the torque decrease of the output shaft 20 during the shift is corrected.
[0074]
At this time, since the torque transmitted by the clutch 10 becomes the torque of the output shaft 20, it is desirable that the target torque Tc_ref of the clutch 10 has a smooth characteristic in order to reduce the uncomfortable feeling of the occupant. Further, during the speed change, it is necessary to control the input / output shaft speed ratio Rch quickly and smoothly so that the speed ratio R2 of the second speed is obtained.
[0075]
Therefore, as shown in (D), the throttle opening degree is controlled to θ = θ_ref1 so as to achieve the target torque Te_ref1 of the engine 1 output by the rotational speed control means 104, and the engine rotational speed Ne is adjusted. The output shaft speed ratio Rch is made closer to the second speed gear ratio R2.
[0076]
By such control of the clutch 10 and the electronic control throttle 2, as shown in (C), the input / output shaft rotational speed ratio Rch becomes Rch = R2 at the point c. In order to connect the dog clutch, It is desirable to match the input / output shaft speed ratio Rch with the speed ratio R2 of the second speed in the direction of increasing the engine speed Ne. This is because the rotation speed No of the output shaft 20 is increased by the torque decrease correction value corrected during the shift, and if the connection is attempted when the rotation speed of the input shaft 8 is decreasing, the dog clutch This is because there is a problem that torque interference occurs at the meshing portion and it is difficult to connect, and torque interference is reduced when the dog clutch is connected in a direction in which the rotational speed of the input shaft 8 increases.
[0077]
Since Rch <R2 from point c, it is necessary to increase the input / output shaft speed ratio Rch. However, immediately before the connection (between points cd and d), there is a slight delay in response when controlling the engine torque Te. Therefore, it is desirable to adjust the input / output shaft rotational speed ratio Rch by the torque of the clutch 10. Therefore, during the period from the point c to the point d, the rotational speed ratio FB target torque Tc_fb of the clutch 10 corresponding to the deviation between the input / output shaft rotational speed ratio Rch and the second speed transmission ratio R2 is added, and the clutch The target torque of 10 is set to Tc_ref = Tc_ff + Tc_fb.
[0078]
As described above, by feeding back the rotation speed ratio only during a period in which the deviation between the input / output shaft rotation speed ratio Rch and the second speed transmission ratio R2 is small, the torque fluctuation of the torque reduction correction value during the shift is minimized. Can alleviate the discomfort of the passengers. By such a rotation speed ratio FB control of the clutch 10, Rch≈R2 in the direction in which the input / output shaft rotation speed ratio Rch increases, and the dog clutch can be connected to the second speed.
[0079]
When the dog clutch is ready to be connected to the second speed, the dog clutch is connected to the second speed by controlling the actuator 30. At this time, the torque reduction correction value Tc_ref = Tc_ff + Tc_fb during the shift, and (2 It is desirable to reduce the deviation from the torque of the output shaft 20 after high speed connection), reduce the torque step of the output shaft 20 at the end of the shift, and suppress the occurrence of shaft vibration.
[0080]
The torque reduction correction value during the shift is determined by the torque Tc of the clutch 10, and the torque of the output shaft 20 after the shift is determined by the torque Te of the engine 1 and the speed ratio R2 of the second speed. In the meantime, the throttle opening is controlled to θ = θ_ref2 so as to achieve the target torque Te_ref2 of the engine 1. Since the clutch 10 is in a slipping state during the shift, if the torque Te of the engine 1 is larger than a predetermined value, the torque drop correction value during the shift is the torque Tc of the clutch 10 and the inertia of the engine 1. Since it depends on the torque, the torque matching control at the end of the shift can be performed independently of the torque reduction correction control during the shift.
[0081]
When the dog clutch is connected to the second speed at the point d and the actual shift is completed, the throttle opening θ is gradually returned to the opening before the shift, and the shift control is terminated at the point e.
[0082]
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 obtained, and the rotational speed of the input shaft 8 is controlled based on this torque reduction correction value. The torque fluctuation of the transmission output shaft 20 can be suppressed by adjusting the torque of the input shaft 8 at the end of the shift.
[0083]
Next, the configuration of an automobile control apparatus according to another embodiment of the present invention will be described with reference to FIGS.
[0084]
FIG. 8 is a block diagram of the control device in this embodiment. The overall system configuration of the automobile is the same as that of the embodiment shown in FIG. Further, the same reference numerals are given to the same constituent means as those in the embodiment shown in FIG.
[0085]
The control device 800 includes a vehicle speed detection unit 101, a shift command generation unit 102, a torque decrease correction unit 103, a rotation speed control unit 801, and a torque adjustment unit 802.
[0086]
The contents of the control processing in the vehicle speed detection means 101 and the shift command generation means 102 are the same as those in the embodiment shown in FIG.
[0087]
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.
[0088]
When the shift command generation unit 102 outputs the shift command Ss, 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 the connected state under the control of the actuator 29. The torque transmission path of the motor 27 at this time is in the order of the output shaft 26 of the motor 27, the clutch 25, the gear 24, the gear 7, the input shaft 8, the gear 5, the gear 9, the clutch 10, and the output shaft 20. Thus, the rotational speed control and torque adjustment of the input shaft 8 can be performed.
[0089]
During the shift, 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, and 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 and decreases, and the gear ratio between the output shaft 20 and the input shaft 8 approaches the gear ratio of the second speed (the direction in which the gear ratio becomes smaller) than the gear ratio of the first gear.
[0090]
At this time, the torque transmission path of the engine 1 is in the order of the output shaft 3, the clutch 4, the input shaft 8, the gear 5, the gear 9, the clutch 10, and the output shaft 20 of the engine 1. Here, when the gear ratio of the input shaft 8 and the output shaft 20 becomes the gear ratio of the second speed, the dog clutch is connected to the gear 11 and the gear 11 and the output shaft 20 are connected. At the same time as the dog clutch is connected to the second speed state, the actuator 31 is controlled to release the pressing force of the clutch 10 to complete the shift.
[0091]
As described above, the first speed is released and the vehicle is in a neutral state at the time of shifting, because the torque of the engine 1 and the motor 27 is transmitted to the axle 22 via the output shaft 20 by the clutch 10 and the gears 5 and 9 at this time. In addition, it is possible to correct the torque decrease during the shift.
[0092]
Here, the control method at the time of the shift in the vehicle control apparatus of this embodiment will be described using FIG. 10 and FIG. The contents of the control processing in the torque reduction correction means 103 are the same as those described with reference to FIG.
[0093]
First, the contents of control processing in the rotation speed control means 801 and the torque adjustment means 802 will be described with reference to FIG. FIG. 10 is a flowchart of control processing in the rotation speed control means 801 and the torque adjustment means 802.
[0094]
Step 1001
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 process proceeds to step 1002 and the control process by the rotational speed control means 801 is performed. If it is within the predetermined range, the process proceeds to step 1005 and the control process by the torque adjusting means 802 is performed.
[0095]
First, the contents of the control processing of the rotation speed control means 801 executed in steps 1002 to 1004 will be described.
[0096]
Step 1002
The torque reduction correction value Tc_ref obtained by Tc_ref = Tc_ff is read.
[0097]
Step 1003
Based on the torque reduction correction value Tc_ref read in step 1002, a target torque Tm_ref1 of the motor 27 that achieves the engine speed Ne that achieves a predetermined input / output shaft speed ratio Rch is calculated.
[0098]
Step 1004
The target torque Tm_ref1 of the motor 27 obtained in step 1003 is output. The output target torque Tm_ref1 of the motor 27 is transmitted to the control device 35 via the LAN.
[0099]
The control device 35 controls the motor 27 and the battery 28 so as to achieve the target torque Tm_ref1 of the motor 27.
[0100]
As described above, the rotation speed control means 801 can control the rotation speed of the input shaft 8 during shifting to connect the dog clutch to the second speed, thereby suppressing the inertia torque when the second speed is engaged. Shifting performance can be improved.
[0101]
Next, the control process of the torque adjusting means 802 executed in steps 1005 to 1007 will be described.
[0102]
Step 1005
The torque reduction correction value Tc_ref obtained by Tc_ref = Tc_ff + Tc_fb is read.
[0103]
Step 1006
Based on the torque reduction correction value Tc_ref read in step 1005, the target torque Tm_ref2 of the motor 27 is calculated such that the deviation between the output shaft torque after the shift and the torque reduction correction value Tc_ref is small.
[0104]
Step 1007
The target torque Tm_ref2 of the motor 27 obtained at step 1006 is output. The output target torque Tm_ref2 of the motor 27 is transmitted to the control device 35 via the LAN.
[0105]
The control device 35 controls the motor 27 and the battery 28 so as to achieve the target torque Tm_ref2 of the motor 27.
[0106]
As described above, the torque adjusting means 802 controls the torque of the input shaft 8 at the end of the shift, thereby reducing the deviation between the torque reduction correction value during the shift and the torque of the output shaft 20 after the shift. It is possible to reduce the torque step and suppress the shaft vibration after the shift and improve the shift performance.
[0107]
Next, the operation at the time of shifting will be described.
[0108]
FIG. 11 is a time chart showing a control state at the time of shifting. 11, (A) is a shift command Ss, (B) is a shift lever position Ii corresponding to the dog clutch position, (C) is an input / output shaft rotational speed ratio Rch, (D) is a torque Tm of the motor 27, ( E) shows the torque Tc of the clutch 10, and (F) shows the torque Tout of the output shaft 20. The horizontal axis indicates time.
[0109]
As shown in (A), when a shift command Ss to the second speed is output at point a during traveling in the first speed state, the shift control is started, and as shown in (E), the torque Tc of the clutch 10 is increased. Increase gradually.
[0110]
As the torque Tc of the clutch 10 increases, the torque Tout of the output shaft 20 gradually decreases as shown in (F), and the dog clutch connected to the first speed side can be released at the point b. It becomes. This is because the torque transmitted by the gears 5 and 9 is reduced to a value at which the dog clutch can be released.
[0111]
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 a neutral state (during shifting) as shown in FIG. Start actual shifting.
[0112]
When the shift lever position Ii is in the neutral state, as shown in (E), the control of the clutch 10 for correcting the torque decrease during the shift is started, and the target torque Tc_ref = clutch 10 output from the torque decrease correction means 103 is started. By controlling the actuator 31 with the value of Tc_ff, as shown in (F), the amount of torque reduction of the output shaft 20 during the shift is corrected.
[0113]
At this time, since the torque transmitted by the clutch 10 becomes the torque of the output shaft 20, it is desirable that the target torque Tc_ref of the clutch 10 has a smooth characteristic in order to reduce the uncomfortable feeling of the occupant. Further, during the speed change, it is necessary to control the input / output shaft speed ratio Rch quickly and smoothly so that the speed ratio R2 of the second speed is obtained.
[0114]
Therefore, as shown in (D), the motor 27 and the battery 28 are controlled so as to achieve the target torque Tm_ref1 of the motor 27 output by the rotational speed control means 801, and the engine rotational speed Ne is adjusted, so that the input / output shaft is rotated. The number ratio Rch is made closer to the speed ratio R2 of the second speed.
[0115]
By such control of 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. It is desirable to adjust the input / output shaft speed ratio Rch to the speed ratio R2 of the second speed in the direction of increasing the number Ne. This is because the rotation speed No of the output shaft 20 has increased due to the torque reduction correction value corrected during the shift, so that if the connection is attempted when the rotation speed of the input shaft 8 is decreasing, the dog clutch This is because there is a problem that torque interference occurs in the meshing portion of the gear and it is difficult to connect, and the torque interference is reduced when the dog clutch is connected in the direction in which the rotational speed of the input shaft 8 increases.
[0116]
Since Rch <R2 from the point c, it is necessary to increase the input / output shaft rotational speed ratio Rch. However, just before the connection (between the points c and d), both the torque and the rotational speed of the motor 27 must be controlled. Don't be. When a motor 27 that can execute only one of torque control and rotational speed control is selected, the input / output shaft rotational speed ratio Rch needs to be adjusted by the torque of the clutch 10. Therefore, during the period from the point c to the point d, the rotational speed ratio FB target torque Tc_fb of the clutch 10 corresponding to the deviation between the input / output shaft rotational speed ratio Rch and the second speed transmission ratio R2 is added, and the clutch The target torque of 10 is set to Tc_ref = Tc_ff + Tc_fb.
[0117]
As described above, by feeding back the rotation speed ratio only during a period in which the deviation between the input / output shaft rotation speed ratio Rch and the second speed transmission ratio R2 is small, the torque fluctuation of the torque reduction correction value during the shift is minimized. Can alleviate the discomfort of the passengers. By such a rotation speed ratio FB control of the clutch 10, Rch≈R2 in the direction in which the input / output shaft rotation speed ratio Rch increases, and the dog clutch can be connected to the second speed.
[0118]
When the dog clutch is ready to be connected to the second speed, the dog clutch is connected to the second speed by controlling the actuator 30. At this time, Tc_ref = Tc_ff + Tc_fb corresponding to the torque reduction correction value during the shift, It is desirable to reduce the deviation from the torque of the output shaft 20 later (after the second gear connection), to reduce the torque step of the output shaft 20 at the end of shifting, and to suppress the occurrence of shaft vibration.
[0119]
The torque reduction correction value during the shift is determined by the torque Tc of the clutch 10, and the torque of the output shaft 20 after the shift 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. Therefore, the motor 27 and the battery 28 are controlled so as to achieve the target torque Tm_ref2 of the motor 27 between the points c to d. Since the clutch 10 is in a slipping state during a shift, if the sum of the torque Te of the engine 1 and the torque Tm of the motor 27 is greater than a predetermined value, the torque reduction correction value during the shift is the clutch. Since the torque Tc of the engine 10 and the inertia torque of the engine 1 and the motor 27 are determined, the torque matching control at the end of the shift can be performed independently of the torque reduction correction control during the shift.
[0120]
At 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 is terminated at point e.
[0121]
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 obtained, and the rotational speed of the input shaft 8 is controlled based on this torque reduction correction value. Then, by adjusting the torque of the input shaft 8 at the end of the shift, the torque fluctuation of the output shaft 20 can be suppressed and the shift performance can be improved.
[0122]
The present invention is not limited to the system configuration of each of the above-described embodiments, and may be a vehicle control device that does not use the motor 27. 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. All clutches such as plate clutches, electromagnetic clutches, and dog clutches can be used.
[0123]
【The invention's effect】
In the present invention, the torque fluctuation of the output shaft accompanying the rotation speed control during the shift is suppressed, and the torque of the input shaft at the end of the shift is adjusted, so that the torque step of the output shaft is reduced and the shaft vibration is reduced. Therefore, the speed change performance of the automobile is improved.
[Brief description of the drawings]
FIG. 1 is a block diagram of an automobile system and its control device according to an embodiment of the present invention.
FIG. 2 is a torque transmission path diagram when traveling with the driving force of an engine.
FIG. 3 is a transmission path diagram of torque during gear shifting.
FIG. 4 is a transmission path diagram of torque after completion of gear shifting.
FIG. 5 is a flowchart of control processing in torque reduction correction means of the automobile control apparatus according to the embodiment of the present invention.
FIG. 6 is a flowchart of a control process in a rotation speed control unit and a torque adjustment unit of the vehicle control apparatus according to the embodiment of the present invention.
FIG. 7 is a time chart showing a control state at the time of shifting in one embodiment of the present invention.
FIG. 8 is a block diagram of an automobile control apparatus according to another embodiment of the present invention.
FIG. 9 is a transmission path diagram of torque during a shift in another embodiment of the present invention.
FIG. 10 is a flowchart showing a control process in a rotation speed control means and a torque adjustment means of a control apparatus for an automobile according to another embodiment of the present invention.
FIG. 11 is a time chart showing a control state at the time of shifting in another embodiment of the present invention.
[Explanation of symbols]
DESCRIPTION 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 DESCRIPTION OF SYMBOLS ... Gear-type transmission, 101 ... Vehicle speed detection means, 102 ... Shift command generation means, 103 ... Torque reduction correction means, 104 ... Rotational speed control means, 105 ... Torque adjustment means

Claims (29)

A plurality of gears capable of transmitting torque from the input shaft to the output shaft, a plurality of meshing clutches, and a torque correction device capable of transmitting torque from the input shaft to the output shaft by adjusting a pressing force. A control device for an automobile equipped with a gear transmission,
A torque transmission path between the input shaft and the output shaft is formed by controlling the connection between any one of the gears and the meshing clutch, and the connection between the gear and the meshing clutch is a first connection. Forming another torque transmission path between the input shaft and the output shaft by controlling the torque correction device when switching from the second connection to the second connection;
By switching from the other torque transmission path to the torque transmission path formed by the second connection, the ratio of the rotational speeds of the input shaft and the output shaft is within a predetermined range. A control apparatus for an automobile which controls the torque of the input shaft after the first connection is released and before the second connection is started. The vehicle control device according to claim 1,
Torque from a prime mover is transmitted to the input shaft, and the automobile control device controls the torque of the input shaft by outputting a signal for controlling the torque of the prime mover. The vehicle control device according to claim 2,
The motor control device is configured to control the torque of the prime mover by controlling an opening of a throttle that adjusts an intake amount to the prime mover. The vehicle control device according to claim 1,
A control apparatus for an automobile which adjusts the pressing force of the torque correction device by controlling a wet multi-plate friction clutch. A plurality of gears capable of transmitting torque from the input shaft to the output shaft, a plurality of meshing clutches, and a torque correction device capable of transmitting torque from the input shaft to the output shaft by adjusting a pressing force. A control device for an automobile equipped with a gear transmission and a motor capable of transmitting torque to the input shaft of the gear transmission,
A torque transmission path between the input shaft and the output shaft is formed by controlling the connection between any one of the gears and the meshing clutch, and the connection between the gear and the meshing clutch is a first connection. Forming another torque transmission path between the input shaft and the output shaft by controlling the torque correction device when switching from the second connection to the second connection;
By switching from the other torque transmission path to the torque transmission path formed by the second connection, the ratio of the rotational speeds of the input shaft and the output shaft is within a predetermined range. A motor vehicle control apparatus that controls the torque of the motor after the first connection is released and before the second connection is started. The vehicle control device according to claim 5,
A control apparatus for an automobile which adjusts the pressing force of the torque correction device by controlling a wet multi-plate friction clutch. A plurality of gears capable of transmitting torque from the input shaft to the output shaft, a plurality of meshing clutches, and a torque correction device capable of transmitting torque from the input shaft to the output shaft by adjusting a pressing force. A method for controlling an automobile equipped with a gear transmission,
A torque transmission path between the input shaft and the output shaft is formed by controlling the connection between any one of the gears and the meshing clutch, and the connection between the gear and the meshing clutch is a first connection. Forming another torque transmission path between the input shaft and the output shaft by controlling the torque correction device when switching from the second connection to the second connection;
By switching from the other torque transmission path to the torque transmission path formed by the second connection, the ratio of the rotational speeds of the input shaft and the output shaft is within a predetermined range. A method for controlling an automobile, wherein the torque of the input shaft is controlled after the first connection is released and before the second connection is started. A method for controlling an automobile according to claim 7,
Torque from a prime mover is transmitted to the input shaft, and the vehicle control device controls the torque of the input shaft by outputting a signal for controlling the torque of the prime mover. A method of controlling an automobile according to claim 8,
The motor torque is controlled by controlling the opening of a throttle that adjusts the intake air amount to the prime mover. A method for controlling an automobile according to claim 7,
A method for controlling an automobile in which a pressing force of the torque correction device is adjusted by controlling a wet multi-plate friction clutch. A plurality of gears capable of transmitting torque from the input shaft to the output shaft, a plurality of meshing clutches, and a torque correction device capable of transmitting torque from the input shaft to the output shaft by adjusting a pressing force. A gear transmission,
A method for controlling an automobile equipped with a motor capable of transmitting torque to an input shaft of the gear transmission,
A torque transmission path between the input shaft and the output shaft is formed by controlling the connection between any one of the gears and the meshing clutch, and the connection between the gear and the meshing clutch is a first connection. Forming another torque transmission path between the input shaft and the output shaft by controlling the torque correction device when switching from the second connection to the second connection;
By switching from the other torque transmission path to the torque transmission path formed by the second connection, the ratio of the rotational speeds of the input shaft and the output shaft is within a predetermined range. A method for controlling an automobile, comprising: controlling a torque of the motor after the first connection is released and before the second connection is started. The vehicle control device according to claim 11,
A method for controlling an automobile in which a pressing force of the torque correction device is adjusted by controlling a wet multi-plate friction clutch.   A gear and a meshing clutch that are selectively fastened to form a first torque transmission path and a second torque transmission path between the engine and the output shaft, and the second torque from the first torque transmission path And a torque correction mechanism that temporarily transmits the torque of the engine to the output shaft when switching to a transmission path deviation, wherein the torque correction mechanism is configured to control the output shaft. A control apparatus for an automobile, which controls the torque of the engine so as to suppress torque shock during a period in which the torque decrease is corrected.   A control device for controlling a transmission,
  By controlling the first dog clutch, a first torque transmission path through the first gear pair is formed in the transmission from the input shaft to the output shaft,
  By controlling the second dog clutch, a second torque transmission path through the second gear pair is formed in the transmission from the input shaft to the output shaft,
  A control apparatus for an automobile that forms a third torque transmission path in the transmission from the input shaft to the output shaft via a third gear pair by controlling a friction clutch,
  The three torque transmission paths are switched in the order of the first, third and second,
  In a vehicle control apparatus for controlling the torque of the input shaft in the third torque transmission path,
  In the third torque transmission path, the motor vehicle control device controls the rotation speed of the input shaft so that the rotation speed ratio between the input shaft and the output shaft becomes the transmission gear ratio of the second gear pair. .   A control device for controlling a transmission,
  By controlling the first dog clutch, a first torque transmission path through the first gear pair is formed in the transmission from the input shaft to the output shaft,
  By controlling the second dog clutch, a second torque transmission path through the second gear pair is formed in the transmission from the input shaft to the output shaft,
  A control apparatus for an automobile that forms a third torque transmission path in the transmission from the input shaft to the output shaft via a third gear pair by controlling a friction clutch,
  The three torque transmission paths are switched in the order of the first, third and second,
  In a vehicle control apparatus for controlling the torque of the input shaft in the third torque transmission path,
  A control apparatus for an automobile that controls torque of the input shaft before and after switching a torque transmission path from the input shaft to the output shaft from the third torque transmission path to the second torque transmission path.   A control device for controlling a transmission,
  By controlling the first dog clutch, a first torque transmission path through the first gear pair is formed in the transmission from the input shaft to the output shaft,
  By controlling the second dog clutch, a second torque transmission path through the second gear pair is formed in the transmission from the input shaft to the output shaft,
  A control apparatus for an automobile that forms a third torque transmission path in the transmission from the input shaft to the output shaft via a third gear pair by controlling a friction clutch,
  The three torque transmission paths are switched in the order of the first, third and second,
  In a vehicle control apparatus for controlling the torque of the input shaft in the third torque transmission path,
  A control apparatus for an automobile which controls the torque of the input shaft by controlling an electronic control throttle.   A control device for controlling a transmission,
  By controlling the first dog clutch, a first torque transmission path through the first gear pair is formed in the transmission from the input shaft to the output shaft,
  By controlling the second dog clutch, a second torque transmission path through the second gear pair is formed in the transmission from the input shaft to the output shaft,
  A control apparatus for an automobile that forms a third torque transmission path in the transmission from the input shaft to the output shaft via a third gear pair by controlling a friction clutch,
  The three torque transmission paths are switched in the order of the first, third and second,
  In a vehicle control apparatus for controlling the torque of the input shaft in the third torque transmission path,
  A control apparatus for an automobile which controls torque of the input shaft by controlling ignition timing of a prime mover.   A first torque transmission path for transmitting torque from the input shaft to the output shaft via the first gear pair and the dog clutch;
  A second torque transmission path for transmitting torque from the input shaft to the output shaft via a second gear pair and a dog clutch;
  A method for controlling an automobile, wherein a transmission is configured with a third torque transmission path for transmitting torque from the input shaft to the output shaft via a third gear pair and a friction clutch,
  Forming the third transmission;
  Opening the first transmission path;
  Controlling the rotational speed of the input shaft;
  Forming the second transmission path;
  Opening the third transmission path;
In a method for controlling an automobile having
  The method of controlling an automobile, wherein in the step of controlling the torque of the input shaft, the rotational speed ratio between the input shaft and the output shaft is controlled to be a gear ratio of the second gear pair. A first torque transmission path for transmitting torque from the input shaft to the output shaft via the first gear pair and the dog clutch;
A second torque transmission path for transmitting torque from the input shaft to the output shaft via a second gear pair and a dog clutch;
A method for controlling an automobile, wherein a transmission is configured with a third torque transmission path for transmitting torque from the input shaft to the output shaft via a third gear pair and a friction clutch,
Forming the third transmission;
Opening the first transmission path;
Controlling the rotational speed of the input shaft;
Forming the second transmission path;
Opening the third transmission path;
In a method for controlling an automobile having
An automobile control method for controlling torque of the input shaft before and after forming the second transmission path and opening the third transmission path.   A first torque transmission path for transmitting torque from the input shaft to the output shaft via the first gear pair and the dog clutch;
  A second torque transmission path for transmitting torque from the input shaft to the output shaft via a second gear pair and a dog clutch;
  A method for controlling an automobile, wherein a transmission is configured with a third torque transmission path for transmitting torque from the input shaft to the output shaft via a third gear pair and a friction clutch,
  Forming the third transmission;
  Opening the first transmission path;
  Controlling the rotational speed of the input shaft;
  Forming the second transmission path;
  Opening the third transmission path;
In a method for controlling an automobile having
  An automobile control method for controlling an electronically controlled throttle in the step of controlling the rotational speed of the input shaft.   A first torque transmission path for transmitting torque from the input shaft to the output shaft via the first gear pair and the dog clutch;
  A second torque transmission path for transmitting torque from the input shaft to the output shaft via a second gear pair and a dog clutch;
  A method for controlling an automobile, wherein a transmission is configured with a third torque transmission path for transmitting torque from the input shaft to the output shaft via a third gear pair and a friction clutch,
  Forming the third transmission;
  Opening the first transmission path;
  Controlling the rotational speed of the input shaft;
  Forming the second transmission path;
  Opening the third transmission path;
In a method for controlling an automobile having
  An automobile control method for controlling ignition timing of a prime mover in the step of controlling the rotational speed of the input shaft.   A first dog clutch that meshes with a first gear pair for transmitting torque from the input shaft to the output shaft, and a second dog clutch that meshes with a second gear pair for transmitting torque from the input shaft to the output shaft. A control device for an automobile that controls a dog clutch and a friction clutch that transmits torque by pressing against a third gear pair for transmitting torque from the input shaft to the output shaft,
  Pressing the friction clutch against the third gear pair; and
  Releasing the first pair of gears and the first dog clutch; and
  With the second gear pair and the second dog clutch released,
  In the control apparatus for an automobile for controlling the torque of the input shaft,
  After releasing the first gear pair and the first dog clutch, and before fastening the second gear pair and the second dog clutch,
  The input shaft is configured such that the third friction clutch is pressed against the third gear pair, and the ratio of the rotational speeds of the input shaft and the output shaft is equal to the gear ratio of the second gear pair. The control device of the car which controls the rotation speed of   A first dog clutch that meshes with a first gear pair for transmitting torque from the input shaft to the output shaft, and a second dog clutch that meshes with a second gear pair for transmitting torque from the input shaft to the output shaft. A control device for an automobile that controls a dog clutch and a friction clutch that transmits torque by pressing against a third gear pair for transmitting torque from the input shaft to the output shaft,
  Pressing the friction clutch against the third gear pair; and
  Releasing the first pair of gears and the first dog clutch; and
  With the second gear pair and the second dog clutch released,
  In the control apparatus for an automobile for controlling the torque of the input shaft,
  A control apparatus for an automobile that controls the torque of the input shaft before and after the second gear pair and the second dog clutch are engaged.   A first dog clutch that meshes with a first gear pair for transmitting torque from the input shaft to the output shaft, and a second dog clutch that meshes with a second gear pair for transmitting torque from the input shaft to the output shaft. A control device for an automobile that controls a dog clutch and a friction clutch that transmits torque by pressing against a third gear pair for transmitting torque from the input shaft to the output shaft,
  Pressing the friction clutch against the third gear pair; and
  Releasing the first pair of gears and the first dog clutch; and
  With the second gear pair and the second dog clutch released,
  In the control apparatus for an automobile for controlling the torque of the input shaft,
  A control apparatus for an automobile which controls the torque of the input shaft by controlling an electronic control throttle.   A first dog clutch that meshes with a first gear pair for transmitting torque from the input shaft to the output shaft, and a second dog clutch that meshes with a second gear pair for transmitting torque from the input shaft to the output shaft. A control device for an automobile that controls a dog clutch and a friction clutch that transmits torque by pressing against a third gear pair for transmitting torque from the input shaft to the output shaft,
  Pressing the friction clutch against the third gear pair; and
  Releasing the first pair of gears and the first dog clutch; and
  With the second gear pair and the second dog clutch released,
  In the control apparatus for an automobile for controlling the torque of the input shaft,
  A control apparatus for an automobile which controls torque of the input shaft by controlling ignition timing of a prime mover.   A first gear pair for transmitting torque from the input shaft to the output shaft;
  A first dog clutch meshing with the first pair of gears;
  A second gear pair for transmitting torque from the input shaft to the output shaft;
  A second dog clutch meshing with the second pair of gears;
  A third gear pair for transmitting torque from the input shaft to the output shaft;
  A method for controlling an automobile including a friction clutch that transmits torque by pressing against the third gear pair,
  Pressing the friction clutch against the third gear pair;
  Releasing the first gear pair and the first dog clutch;
  Controlling the rotational speed of the input shaft;
  Fastening the second gear pair and the second dog clutch;
  Separating the friction clutch from the third gear pair;
In a method for controlling an automobile having
  Pressing the friction clutch against the third gear pair;
  Releasing the first gear pair and the first dog clutch;
  Controlling the rotational speed of the input shaft so that the ratio of the rotational speed of the input shaft and the output shaft is the gear ratio of the second gear pair;
  Fastening the second gear pair and the second dog clutch;
  A method for controlling an automobile, wherein the friction clutch is separated from the third gear pair.   A first gear pair for transmitting torque from the input shaft to the output shaft;
  A first dog clutch meshing with the first pair of gears;
  A second gear pair for transmitting torque from the input shaft to the output shaft;
  A second dog clutch meshing with the second pair of gears;
  A third gear pair for transmitting torque from the input shaft to the output shaft;
  A method for controlling an automobile including a friction clutch that transmits torque by pressing against the third gear pair,
  Pressing the friction clutch against the third gear pair;
  Releasing the first gear pair and the first dog clutch;
  Controlling the rotational speed of the input shaft;
  Fastening the second gear pair and the second dog clutch;
  Separating the friction clutch from the third gear pair;
In a method for controlling an automobile having
  A method for controlling an automobile, wherein the torque of the input shaft is controlled before and after the second gear pair and the second dog clutch are engaged.   A first gear pair for transmitting torque from the input shaft to the output shaft;
  A first dog clutch meshing with the first pair of gears;
  A second gear pair for transmitting torque from the input shaft to the output shaft;
  A second dog clutch meshing with the second pair of gears;
  A third gear pair for transmitting torque from the input shaft to the output shaft;
  A method for controlling an automobile including a friction clutch that transmits torque by pressing against the third gear pair,
  Pressing the friction clutch against the third gear pair;
  Releasing the first gear pair and the first dog clutch;
  Controlling the rotational speed of the input shaft;
  Fastening the second gear pair and the second dog clutch;
  Separating the friction clutch from the third gear pair;
In a method for controlling an automobile having
  An automobile control method for controlling an electronically controlled throttle in the step of controlling the rotational speed of the input shaft.   A first gear pair for transmitting torque from the input shaft to the output shaft;
  A first dog clutch meshing with the first pair of gears;
  A second gear pair for transmitting torque from the input shaft to the output shaft;
  A second dog clutch meshing with the second pair of gears;
  A third gear pair for transmitting torque from the input shaft to the output shaft;
  A method for controlling an automobile including a friction clutch that transmits torque by pressing against the third gear pair,
  Pressing the friction clutch against the third gear pair;
  Releasing the first gear pair and the first dog clutch;
  Controlling the rotational speed of the input shaft;
  Fastening the second gear pair and the second dog clutch;
  Separating the friction clutch from the third gear pair;
In a method for controlling an automobile having
  An automobile control method for controlling ignition timing of a prime mover in the step of controlling the rotational speed of the input shaft.

Images