JP5045359B2 - Vehicle transmission control device - Google Patents

Description

  The present invention relates to a vehicle transmission control device that controls driving of a vehicle transmission using the power of an electric motor (hereinafter referred to as a motor).

  In general, in an automobile, an automatic transmission (AMT: Automated Mechanical Transmission) that operates a transmission by driving an actuator by a transmission control device has already been put into practical use. As a conventional transmission control device for a four-wheeled vehicle, an apparatus including a PID control calculation unit that calculates a drive command value by proportional control, integral control, and differential control is disclosed (for example, see Patent Document 1). .

  Further, for an automatic transmission in a two-wheeled vehicle, a transmission control device that performs clutch control and transmission gear control (hereinafter, clutch control and transmission gear control is referred to as transmission control) using the power of a motor has been proposed. 2. Description of the Related Art A conventional transmission control device for a two-wheeled vehicle performs shift control corresponding to a driving situation by controlling the number of revolutions of an engine based on a shift position input to an ECU (see, for example, Patent Document 2). Furthermore, as a specific control method for a transmission in a two-wheeled vehicle, a method in which a driver operates a hand switch to instruct a shift and the transmission control device recognizes this and performs a shift control, and a pre-programmed shift There are a method in which the transmission control device automatically performs shift control based on the pattern, and a method in which the driver can select these methods.

  In these transmission control devices, in order to provide an easy drive to the driver, when the rotational force of the motor is used as the drive power of the transmission, a motor drive circuit is installed to control the amount of current and direction of the motor. Thus, the shift control is performed. In motor control in a transmission control device for a two-wheeled vehicle, feedback from a speed detection unit and a stroke detection unit is used (see, for example, Patent Document 3).

JP 2006-329210 A JP 2002-67741 A JP-A-11-64169

  The motor that drives the transmission is subjected to the frictional load of the transmission and the actuator, but due to the influence of the load torque that acts on the motor shaft, the detected position of the motor relative to the target position of the motor (hereinafter referred to as a position command). Deviation (hereinafter, the deviation of the detected position of the motor with respect to the position command) will occur. Here, for example, if the friction load is constant, the positional deviation is also constant, so that the motor control can be corrected with a constant offset. However, it is known that the friction load of a transmission or an actuator mounted on a vehicle varies depending on errors in assembling various gears and clutches, temperature characteristics of oil, and the like. In order to reduce the variation in position deviation due to such friction load fluctuation (hereinafter referred to as load fluctuation), it is not possible to cope with correction by offset alone. Must be controlled.

  In the conventional transmission control device, the response performance of the motor varies due to load fluctuation, and the drive feeling in the operation of connecting the clutch after the gear change, that is, the so-called half-clutch operation is impaired. For example, when emphasizing the driver's drive feeling like a two-wheeled vehicle, the positional deviation due to frictional load or load fluctuation must be minimized.

ここで、ｆ[ ]はフィードバック演算結果Ｋ(θc−θ)とモータ発生トルクとを関係づける関数であり、Ｋを大きくするとｆ[ ]の値は大きくなる。 If the motor moment of inertia is J, the motor rotation angle is θ, the time is t, the load torque acting on the motor shaft of the actuator is T _d , the motor control feedback gain is K, and the motor position command is θc, the motor motion The equation can be expressed as:

Here, f [] is a function that relates the feedback calculation result K (θc−θ) and the motor generated torque. As K is increased, the value of f [] increases.

In order to reduce the positional deviation, the angular acceleration of the motor may be reduced. Therefore, the angular acceleration will be examined below. As can be seen from Equation 1, in order to reduce the influence of the load torque _{Td on} the angular acceleration, the moment of inertia J of the motor is increased or the feedback gain K of the motor control is increased. An increase in the moment of inertia J of the motor is not desirable because it increases the size of the motor, causing deterioration in mountability and increasing costs. Further, if the feedback gain K is increased too much, high frequency noise is amplified and fed back, so that the stability margin of the control system is reduced, and the motor oscillates and stable shift control cannot be performed.

  For this reason, in the conventional transmission control device, the feedback gain K has to be set small at the expense of the follow-up performance, and it becomes difficult to cope with variations in the friction load between vehicles, and the clutch connection speed varies. Therefore, the drive feeling was damaged. Therefore, in order to improve the drive feeling, each vehicle has been individually adjusted for the half-clutch operation pattern and the feedback gain K. However, the work burden is large and undesirable.

  Especially for small two-wheeled vehicles, it is necessary to avoid the increase in cost due to the low price of the motor and the increase in the size of the motor. Also, since the mounting space is small, it is impractical to increase the motor size in terms of mounting space constraints. . In this way, when the transmission is controlled using a small motor, the moment of inertia J of the motor is small and the feedback gain K cannot be set large. There was a problem that shift control could not be realized.

  The present invention has been made to solve the above-described problems, and is for a vehicle that can be stably operated with a small positional deviation by using a small motor even in a transmission having a large friction load or load fluctuation. An object of the present invention is to provide a transmission control device.

A vehicle transmission control device according to the present invention includes a control processing unit that generates a control signal based on a position command for an electric motor and a position detection signal for the electric motor, and a Laplace calculation for a deviation between the position command and the position detection signal. A pseudo-integrating means for generating a pseudo-integrated signal by performing a pseudo-integration using a transfer function of a first-order lag element by a child, a half-clutch judging means for judging whether or not a half-clutch state, and a judgment of a half-clutch judging means based on the results, an output control means for outputting a pseudo integration signal only when the half clutch state, the control signal and the output control means adds the signal output to generate an average voltage command for controlling an electric motor And an adding means.

According to the present invention, since the pseudo-integral using the transfer function of the first-order lag element by the Laplace operator is used only in the half-clutch state, even a transmission with a large friction load or large load fluctuation is small. A stable speed change operation can be realized with a position deviation as small as possible by the motor.

Embodiment 1 FIG.
Embodiment 1 of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a vehicle transmission control apparatus according to Embodiment 1 of the present invention. In the following, control of an automatic transmission in a two-wheeled vehicle will be described as an example, but the same control can be performed for a four-wheeled vehicle. In FIG. 1, a vehicle transmission control device 12 includes a shift switch determination unit 3, a shift execution determination unit 4, an H bridge control unit 7, an H bridge drive circuit 8, an H bridge circuit 9, a position detection unit 6, and a gear position detection. Means 13 is provided, and a shift-up switch 1, a shift-down switch 2, a position sensor 5, a motor 10, an in-vehicle battery 11 and a gear position sensor 14 are connected.

  The shift-up switch 1 and the shift-down switch 2 are composed of hand switches arranged so that the driver of the motorcycle can easily open and close, and are grounded when the driver performs the closing (ON) operation to shift up And generate a downshift command. Here, a two-wheeled vehicle is described as an example, but in the case of a four-wheeled vehicle, for example, a shift lever corresponds to the shift-up switch 1 and the shift-down switch 2.

  The shift switch determination means 3 generates a shift command and a shift direction (two directions of shift up and shift down) in response to a shift up command from the shift up switch 1 or a shift down command from the shift down switch 2, and shifts the gear. Output to the execution determination means 4. The position detection means 6 outputs the position of the motor detected by the position sensor 5 as a position detection signal. The gear position detection means 13 outputs a gear position signal based on the signal detected by the gear position sensor 14. The shift execution determination unit 4 is based on the position detection signal from the position detection unit 6, the gear position signal from the gear position detection unit 13, the shift command from the shift switch determination unit 3 and the shift direction signals. A status signal is generated and output to the H-bridge control means 7. The shift state signal can identify whether or not the clutch is in a half-clutch state (for example, 1 during a half-clutch and 0 otherwise), but is not used in the first embodiment. Used in.

  The H bridge control means 7 generates a PWM signal and a rotation direction signal output to the H bridge drive circuit 8 based on the position command from the shift execution determination means 4 and the position detection signal from the position detection means 6. To do. The H bridge drive circuit 8 uses switching elements of the H bridge circuit 9 (four FETs in a normal H bridge based on the PWM signal and the rotation direction signal from the H bridge control means 7. FIG. H bridge drive signal (not shown) is generated (when there are four FETs in the H bridge circuit 9, normally four signals are applied to the gate terminals of each FET). The H bridge circuit 9 controls the electric power supplied from the battery 11 based on the H bridge drive signal from the H bridge drive circuit 8, thereby driving the motor 10 serving as a power source for controlling the transmission. .

  For example, in the case of a DC motor, the H bridge circuit 9 constitutes a well-known motor drive circuit including four switching elements. Any two of the H bridge circuits 9 can be detected by an H bridge drive signal from the H bridge drive circuit 8. When the switching element becomes conductive, the motor 10 is energized.

  With the above configuration, the vehicle transmission control device 12 controls the transmission using the power of the motor 10 so as to perform a shift control according to the driver's hand switch operation. Although not shown here, the rotational driving force of the motor 10 is decelerated by a gear box (actuator gear), transmitted to the shift shaft via the link mechanism (lever and shaft), and the shift shaft rotates to change the speed. Done. In the following, a description will be given assuming a transmission that can perform shift control only by rotation of a shift shaft having a clutch coupled to the shift shaft.

  Next, the generation process of the PWM signal and the rotation direction signal in the H bridge control means 7 will be described. FIG. 2 is a block diagram showing the H-bridge control means 7 in Embodiment 1 of the present invention. In FIG. 2, reference numeral 33 denotes a control processing unit having the following configuration. Reference numeral 23 denotes a position command input means for taking in a position command from the shift execution determination means 4, and reference numeral 24 denotes a position detection signal input means for taking in a position detection signal from the position detection means 6. Reference numeral 25 denotes subtracting means for outputting a position error signal which is the difference between the position command from the position command input means 23 and the position detection signal from the position detection signal input means 24.

  Reference numeral 27 denotes multiplication means for outputting a P control signal obtained by multiplying the position error signal from the subtraction means 25 by a proportional gain Kp. Reference numeral 28 denotes speed calculation means for outputting a time difference value of the position detection signal from the position detection signal input means 24. Reference numeral 29 denotes multiplication means for outputting a D control signal obtained by multiplying the output of the speed calculation means 28 by the differential gain Kd. Reference numeral 30 denotes an adding means for adding the P control signal from the multiplying means 27, the D control signal from the multiplying means 29, and a pseudo-integrating signal from the pseudo-integrating means 22 described later to output an average voltage command. Reference numeral 31 denotes PWM generation means for generating a PWM signal and a rotation direction signal for the H bridge drive circuit 8 based on an average voltage command from the adding means 30. In the following, an example is described in which the control processing unit 33 is configured by proportional control that generates a P control signal and differential control that generates a D control signal, but may be configured by only proportional control, for example. In addition, the D control signal is generated by multiplying the time difference value of the position detection signal by the differential gain Kd, but the D control signal is generated by multiplying the time difference value of the position error signal by the differential gain Kd. Also good.

ここで、ωcはフィルタの折れ点周波数、Ｋｉは積分ゲインである。 Next, the pseudo-integrating means 22 will be described. The quasi-integrating means 22 quasi-integrates the position error signal from the subtracting means 25 to generate a quasi-integrated signal. The pseudo-integral is expressed by the following transfer function using the symbol of the Laplace operator s. More specifically, the pseudo-integral can be calculated using the following equation (8).

Here, ωc is the filter break frequency and Ki is the integral gain.

  FIG. 3 is a circuit diagram in the case where the pseudo-integrating means 22 in the first embodiment of the present invention is configured by analog elements. Specific means for realizing Equation 2 can be configured by a low-pass filter configuration using an analog element using an operational amplifier 40 as shown in FIG. 3 or a digital operation as shown below.

ここで、Ｔ_ｓは制御周期である。ｚ^−１はシフトオペレータであり、次式のような働きをするものである。なお、Ｅ(ｋ)は擬似積分手段２２に入力される位置誤差信号である。

（参考：式４を式３に適用するとｓＥ(ｋ)＝（Ｅ(ｋ)−Ｅ(ｋ−１)）／Ｔ_ｓとなり、左辺に示す連続系の位置誤差信号の微分と、右辺に示す離散系の位置誤差信号の時間変化率とが等価であることがわかる。）
式３を式２に代入すると、擬似積分の伝達関数は次式のようになる。

擬似積分手段２２への入力信号である位置誤差信号Ｅ(ｋ)と式５の伝達関数とを用いると、擬似積分の出力、すなわち擬似積分信号Ｙ(ｋ)は次のように表される。

Ｙ(ｋ−１)＝ｚ^−１Ｙ(ｋ)を代入して式６を変形すると次式となる。

なお、式７のＹ(ｋ−１)を内部変数Ｚ(ｋ)と定義し、次式により擬似積分手段２２の演算を行うものとする。

In Equation 2, s means differentiation. In order to configure with digital operation, the differential s may be replaced by the following equation.

Here, T _s is a control cycle. z ^-1 is a shift operator, which functions as shown in the following equation. E (k) is a position error signal input to the pseudo-integrating means 22.

(Reference: When Expression 4 is applied to Expression 3, sE (k) = (E (k) −E (k−1)) / T _s , and the differential of the continuous position error signal shown on the left side and the right side (It can be seen that the time change rate of the position error signal of the discrete system is equivalent.)
Substituting Equation 3 into Equation 2, the transfer function of the pseudo-integral becomes

When the position error signal E (k) that is an input signal to the pseudo-integrating means 22 and the transfer function of Expression 5 are used, the pseudo-integral output, that is, the pseudo-integral signal Y (k) is expressed as follows.

Substituting Y (k−1) = z ⁻¹ Y (k) to transform Equation 6 yields the following equation.

It should be noted that Y (k−1) in Expression 7 is defined as an internal variable Z (k), and the pseudo-integrating means 22 is calculated by the following expression.

  FIG. 4 is a flowchart showing the arithmetic processing of the pseudo-integrating means 22 in Embodiment 1 of the present invention. The processing routine in FIG. 4 is executed every predetermined control cycle. The calculation process shown in Expression 8 will be described with reference to the flowchart of FIG. First, when the calculation is started in ST101, the current value E (k) of the position error signal is read in ST102. Next, in ST103, Equation 8 is calculated to calculate the pseudo-integral output Y (k). In the calculation of Expression 8, a predetermined value (for example, 0) set in advance is used as the initial value of the internal variable Z (k). In ST104, Y (k) is substituted into the internal variable Z (k + 1) used for the calculation in ST103 after one control cycle, and the calculation of the pseudo-integrating means 22 is ended (ST105).

  Since the pseudo-integrating means 22 can be composed of a first-order lag element, it can be easily mounted on a control device such as a microcomputer. However, a higher-order low-pass filter other than the first-order lag element may be used as long as the capability of the microcomputer is sufficient and the operation is not adversely affected.

  The pseudo-integral signal, P control signal and D control signal calculated in this way are added by the adding means 30 to generate an average voltage command. The average voltage command input to the PWM generator 31 is converted into a PWM signal. The PWM generation means 31 performs PWM modulation on the average voltage command by comparing the average voltage command with a sawtooth wave count value that changes with a constant period and a constant amplitude generated by a normal timer, and generates a PWM signal and a rotation direction. A signal is generated and output to the H-bridge drive circuit 8.

  FIG. 5 is a waveform diagram showing temporal changes of the position command and the position detection signal. FIG. 5A shows a case where the pseudo-integral signal is not added to the generation of the average voltage command, and FIG. 5B shows the pseudo-integration for the generation of the average voltage command as described in the first embodiment. The case where the signals are added is shown. FIG. 5 shows a waveform when the position is controlled in a state where a friction load is applied to the motor 10, where a broken line represents a position command and a solid line represents a position detection signal. As shown in FIG. 5, it can be seen that the tracking error of the position detection signal with respect to the position command in the half-clutch state, that is, the position deviation, is reduced when the transmission is controlled by performing the pseudo integration. .

  According to Embodiment 1 of the present invention, by performing pseudo-integration, high-frequency noise can be removed and only the low-frequency integration gain Ki can be increased. Therefore, even a transmission with a large friction load or large load fluctuation is small. There is an effect that stable shift control can be realized with a position deviation as small as possible by the motor.

Embodiment 2. FIG.
In the first embodiment, the motor control is performed based on the average voltage command obtained by always adding the pseudo-integral signal by the adding means 30 regardless of whether or not the clutch is in the half-clutch state. The automatic transmission control device 12 according to the second embodiment generates an average voltage command by adding a pseudo-integral signal only in a half-clutch state based on a shift state signal that has not been used in the first embodiment. is there.

  FIG. 6 is a block diagram showing the H-bridge control means 7 in Embodiment 2 of the present invention. In the figure, the same reference numerals as those in FIG. 2 denote the same or corresponding components. Since the configuration and operation other than the H-bridge control means 7 are the same as those of the first embodiment of the present invention, description thereof will be omitted below.

  In FIG. 6, reference numeral 32 denotes a phase lag filter processing unit. Reference numeral 20 denotes a shift state signal input means for taking in a shift state signal from the shift execution determining means 4. Reference numeral 21 denotes a half-clutch determination unit that reads a shift state signal, determines whether the clutch is in a half-clutch state, and outputs it to the switching unit 26 and the pseudo-integration unit 22.

  The quasi-integrating means 22 quasi-integrates the position error signal calculated by the subtracting means 25 and outputs a quasi-integrated signal. When it is recognized that the state has changed from the non-half-clutch state to the half-clutch state based on the signal from the half-clutch determination means (hereinafter referred to as the first half-clutch state), the internal variable Z (k) is initialized. Substituting a value (for example, 0) and performing pseudo integration. Based on the signal from the half-clutch determination means, the output control means 26 outputs a pseudo-integration signal from the pseudo-integration means 22 when in the half-clutch state, and outputs a predetermined signal (for example, 0) when not in the half-clutch state. Output.

  Next, processing of the control processing unit 33 and the phase delay filter processing unit 32 will be described with reference to FIG. FIG. 7 is a flowchart showing processing of the control processing unit 33 and the phase lag filter processing unit 32 in the second embodiment of the present invention. The processing routine of FIG. 7 is executed at every predetermined control cycle.

  Calculation is started in ST1, and the current value Xc (k) of the position command, the current value X (k) of the position detection signal, and the current value ST (k) of the shift state signal are read in ST2. Here, when ST (k) is 1, it represents a half-clutch state, and when it is 0, it represents a state other than half-clutch. In ST3, a position error signal E (k) = Xc (k) −X (k) is calculated.

  Next, in step ST4, the P control signal VP (k) = Kp × E (k) is calculated using the proportional gain Kp, and in step ST5, the D control signal VD (k) = Kd × (X ( k) −X (k−1)) is calculated. In ST6, it is determined from ST (k) read in ST2 whether or not the clutch is in a half-clutch state. If the clutch is in a half-clutch state, the process proceeds to ST8. In ST7, a predetermined value (for example, 0) is substituted for the output signal VI (k) of the output switching means 26, and the process proceeds to ST11. On the other hand, in ST8, the shift state signal ST (k-1) one control cycle before is compared with the current shift state signal ST (k), and if they are different, it is determined that the half-clutch state is the first time, and ST9 If both match, it is determined that the half-clutch state is not the first time, and the process proceeds to ST10. In ST9, an initial value (for example, 0) is substituted for the internal variable Z (k) of the pseudo-integrating means 22.

  In ST10, the pseudo-integral output Y (k) calculated in the flowchart shown in FIG. 4 is substituted into the output signal VI (k) of the output switching means 26, and the process proceeds to ST11. In ST11, an average value of voltage values given to the motor terminals, that is, average voltage command = VP (k) + VD (k) + VI (k) is calculated, and the calculation is terminated (ST12).

  The three processes of calculation of the P control signal VP (k) (ST4), calculation of the D control signal VD (k) (ST5), and calculation of the output signal VI (k) of the output switching means 26 (ST6 to ST10). There is no particular problem even if the order is changed, and parallel processing may be performed.

  In general in-vehicle devices, the power supply voltage for driving the motor is often about 8 to 15V. As operations mainly performed when the clutch is not in a half-clutch state, operations such as sharply disengaging the clutch or shifting to a high-speed gear can be considered, and a position command close to a step response is given. In this case, the average voltage command often exceeds the power supply voltage, and the saturated average voltage command changes due to the effect of pseudo-integration, which is slower in response than proportional control and differential control (hereinafter referred to as PD control). Slower and more likely to overshoot.

  Further, when the clutch is not in a half-clutch state, there is a situation in which the driver's drive feeling is hardly affected even if the positioning accuracy is relatively rough. Therefore, when the clutch is not in a half-clutch state, overshoot can be suppressed against a steep change of the position command by using only the quick PD control without using the slow integration pseudo-integration.

  Furthermore, in the first half-clutch state, the internal variable Z (k) = Y (k−1) is initialized so that it is not affected by the pseudo-integral signal one control cycle before. Shooting and undershooting can be suppressed.

  FIG. 8 is a waveform diagram showing temporal changes in the position command and the position detection signal. FIG. 8A shows a case where a pseudo-integral signal is always added to the generation of the average voltage command, and FIG. 8B shows a case where the generation of the average voltage command is half as described in the second embodiment. The case where the pseudo-integral signal is added only in the clutch state is shown. In FIG. 8, the broken line represents the position command, and the solid line represents the position detection signal. As shown in FIG. 8, when the transmission control is performed by adding the pseudo-integral signal only in the half-clutch state, the overshoot after the position command changes sharply is suppressed, and the position command It can be seen that the tracking error of the position detection signal with respect to, that is, the position deviation is reduced.

  According to the second embodiment of the present invention, the pseudo-integration is used only when the clutch is in the half-clutch state, and the motor is controlled without using the pseudo-integration when the clutch is not in the half-clutch state. It is possible to suppress overshoot for various changes. Therefore, even if the transmission has a large frictional load or large load fluctuation, there is an effect that a stable shift control can be realized with a smaller position error with a smaller motor.

  In addition, since the internal variable Z (k) of the pseudo-integration is initialized at the first half-clutch state, there is an effect that overshoot and undershoot due to the start of the pseudo-integration calculation can be suppressed.

It is a block diagram which shows the transmission control apparatus for vehicles in Embodiment 1 of this invention. It is a block diagram which shows the H bridge control means in Embodiment 1 of this invention. It is a circuit diagram at the time of comprising the pseudo integration means in Embodiment 1 of this invention with an analog element. It is a flowchart which shows the arithmetic processing of the pseudo integration means in Embodiment 1 of this invention. It is a wave form diagram which shows a time change of a position command and a position detection signal. It is a block diagram which shows the H bridge control means in Embodiment 2 of this invention. It is a flowchart which shows the process of the control process part in Embodiment 2 of this invention, and a phase delay filter process part. It is a wave form diagram which shows a time change of a position command and a position detection signal.

Explanation of symbols

10 motor, 12 vehicle transmission control device, 21 half-clutch determination means,
22 pseudo-integrating means, 26 output control means, 30 adding means,
33 Control processing unit.

Claims (3)

In a vehicle transmission control apparatus that controls the transmission using the power of an electric motor,
A control processing unit that generates a control signal based on a position command for the electric motor and a position detection signal of the electric motor;
Quasi-integrating means for generating a quasi-integrated signal by performing quasi-integration on the deviation between the position command and the position detection signal using a transfer function of a first-order lag element by a Laplace operator ;
Half clutch determining means for determining whether or not the clutch is in a half clutch state;
Based on the determination result of the half-clutch determination means, output control means for outputting a pseudo-integral signal only in the case of a half-clutch state;
A vehicle transmission control apparatus comprising: an adding means for adding the control signal and a signal output from the output control means to generate an average voltage command for controlling the electric motor. The pseudo-integrating means initializes an internal variable used for the pseudo-integration and generates a pseudo-integral signal when the state other than the half-clutch is changed to the half-clutch state based on the determination result of the half-clutch determining means. The vehicle transmission control device according to claim 1, wherein the vehicle transmission control device is a vehicle. The vehicular transmission control device according to claim 1 , wherein the pseudo-integrating means is constituted by a low-pass filter .

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