JP6400979B2 - Vehicle power transmission control device - Google Patents

Description

  The present invention relates to a vehicle power transmission control device.

  Conventionally, a clutch torque (a torque that can be transmitted by the clutch) is interposed between an output shaft of an internal combustion engine and an input shaft of the transmission. A power transmission control device having a clutch capable of adjusting the maximum value) and a control means for controlling the clutch torque and the gear position of the transmission using an actuator in accordance with the traveling state of the vehicle has been developed ( For example, see Patent Document 1). Such a power transmission control device is also called an automated manual transmission (AMT). Hereinafter, the driving torque of the output shaft of the internal combustion engine is referred to as “internal combustion engine torque”.

JP 2006-97740 A

  In addition, in recent years, a configuration using an AMT type that is not provided with a synchromesh mechanism including a synchronizer ring as a transmission (also referred to as a non-synchronous transmission) has been developed. The non-synchronous transmission has a shorter overall length of the transmission due to the omission of the synchronizer ring compared to the transmission provided with the synchromesh mechanism, and no friction loss associated with the rotation of the synchronizer ring occurs. Has the advantage of light weight.

  In shifting the non-synchronous transmission, it is preferable to suppress a shift shock (a sudden change in the longitudinal acceleration of the vehicle due to the shift). For this reason, after the neutral stage is realized by moving the sleeve engaged with the idle gear of the gear stage before the gear shift to the neutral position (releasing the engagement), the synchromesh mechanism It is necessary to adjust the rotational speed of the input shaft of the transmission to match the “synchronous rotational speed” by using some alternative means. Thereafter, with the rotational speed of the transmission input shaft maintained at the “synchronous rotational speed”, the sleeve corresponding to the speed stage after the shift (hereinafter referred to as “first sleeve”) is moved from the neutral position to the “after speed change”. Is moved in the axial direction to the “meshing completion position with the idler gear (hereinafter referred to as“ first idler gear ”) of the first gear, so that the dog teeth of the first idler gear become the dog teeth of the first idler gear. And fully meshed.

  Here, the “synchronous rotational speed” refers to “the rotational speed of the input shaft of the transmission corresponding to the speed of the vehicle in a state in which the gear stage after the shift is realized”. Hereinafter, matching the rotational speed of the transmission input shaft to the “synchronous rotational speed” is referred to as “synchronous”, and changing / adjusting the rotational speed of the transmission input shaft to match the “synchronous rotational speed”. , “Synchronize”, “synchronize”, etc. (hereinafter the same in this specification). The fact that the synchronization is completely maintained means that the relative rotational speed between the first sleeve and the first idle gear is maintained at zero.

  In an AMT equipped with a non-synchronous transmission, a method using an internal combustion engine torque can be considered in order to synchronize the rotational speed of the transmission input shaft. In this case, the rotation speed of the transmission input shaft is synchronized by adjusting the internal combustion engine torque in a state where the clutch torque is maintained at a value larger than the internal combustion engine torque (ie, the clutch is maintained in the engaged state). obtain. For this synchronization, for example, a rotational speed obtained from a sensor that detects the rotational speed of the output shaft of the internal combustion engine (= the rotational speed of the transmission input shaft) is calculated based on the detection result of the sensor that detects the vehicle speed. This can be achieved by feedback-controlling the internal combustion engine torque so as to match the “synchronous rotational speed”.

  Hereinafter, it is assumed that the rotational speed of the transmission input shaft is synchronized using the internal combustion engine torque. In a non-synchronous transmission, the first idle gear normally has a dog tooth as a torque transmission tooth and an engagement tooth protruding in the axial direction from the torque transmission tooth toward the first sleeve in the circumferential direction. The first sleeve is alternately provided with first teeth and second teeth protruding in the axial direction from the first teeth toward the first idle gear as dog teeth in the circumferential direction.

  A state in which the rotational speed of the transmission input shaft is maintained at "synchronous rotational speed" using the internal combustion engine torque (that is, a state in which the relative rotational speed between the first sleeve and the first idle gear is maintained at zero). A process of moving the first sleeve in the axial direction from the neutral position toward the “completion completion position with the first idle gear” will be considered. In this process, the first sleeve is “a position where the end of the second tooth of the first sleeve and the end of the meshing tooth of the first rotating gear start to engage” (that is, the protruding dog teeth are engaged with each other). When the first position (see FIG. 10 to be described later) is reached, the end portions of the second teeth of the first sleeve are engaged with each other between the meshing teeth adjacent to each other in the circumferential direction of the first idle gear. Go in between each. After that, the first sleeve is “the end of the second tooth of the first sleeve and the end of the torque transmission tooth of the first idle gear, or the end of the first tooth of the first sleeve and the first idle gear. The end of the meshing tooth of the meshing tooth "(ie, the position where the projecting dog tooth and the non-projecting dog tooth begin to engage; the second position; see FIG. 11 described later). Then, thereafter, the end of each second tooth of the first sleeve is between the meshing tooth and the torque transmission tooth adjacent in the circumferential direction of the first idle gear, or the end of each mesh tooth of the first idle gear. The portion enters between the first teeth and the second teeth adjacent to each other in the circumferential direction of the first sleeve. Thereafter, when the first sleeve reaches the “meshing completion position with the first idle gear” (see FIG. 13 described later), the movement of the first sleeve is completed (the first sleeve and the first idle gear are Fully engaged.)

  In the above process, when the first sleeve reaches the “first position”, the so-called “uplock” hardly occurs thereafter. This is based on the fact that “the interval between the meshing teeth adjacent to each other in the circumferential direction of the first idle gear” is relatively wide. Here, “up-lock” means that “the two side surfaces of the two dog teeth are in contact with each other because the phases in the circumferential direction match between the two dog teeth to be engaged with each other. This refers to a phenomenon in which one sleeve cannot proceed from its position toward the first idle gear.

  On the other hand, in the above process, when the first sleeve reaches the “second position”, “up-lock” is relatively likely to occur thereafter (see FIG. 12 described later). This is because the “interval between the meshing tooth and the torque transmitting tooth adjacent in the circumferential direction of the idle gear, or the interval between the first tooth and the second tooth adjacent in the circumferential direction of the first sleeve” is relatively small. The relative phase relationship in the circumferential direction between the first sleeve and the first idle gear is actually not determined due to the narrowness and detection errors and disturbances of the various sensors described above used for “synchronization”. Not based on.

  As described above, when the “up-lock” occurs in the “second position”, the first sleeve becomes more difficult to move from the position, and the first sleeve reaches the “engagement completion position with the first idle gear”. However, there may be a problem that it takes a relatively long time to reach the meshing completion position. It is desired to smoothly move the first sleeve to the meshing completion position (that is, the speed change operation is performed smoothly).

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle power transmission control device (AMT) having a non-synchronous transmission and performing a speed change operation while synchronizing the rotational speed of a transmission input shaft using a driving torque of a power source. Then, it is providing the thing which can reduce possibility that the "up lock" in "2nd position" will generate | occur | produce.

  The power transmission control device according to the present invention relates to an AMT, and as the transmission, one in which at least one or more of the plurality of shift stages is a non-synchronized stage not including a synchromesh mechanism is used. That is, the transmission does not have to be non-synchronized with all of the plurality of gears, and may be a synchromesh with a synchromesh mechanism for some of the plurality of gears.

  In this device, when the shift speed to be realized is changed from “any one shift speed among a plurality of shift speeds” to “other shift speeds that are non-synchronized speeds”, As described in the column “,” the first sleeve moves from the neutral position to the “engagement completion position with the first idler gear” in a state where “synchronization” is maintained using the power source drive torque. It moves in the axial direction. This “synchronization” can be maintained by continuously adjusting (feedback control) the power source driving torque to “synchronous request value determined so that the rotational speed of the transmission input shaft is maintained at the synchronous rotational speed”. . In this way, by continuously adjusting the power source drive torque to the synchronization request value, the rotational speed of the transmission input shaft can actually be maintained within a predetermined range including the synchronous rotational speed.

  The feature of this device is that it is determined whether the vehicle is in an acceleration request state where the driver requests acceleration or a deceleration request state where the driver requests deceleration when a speed change operation is performed. In addition, after the first sleeve has reached the “first position”, the power source driving torque is replaced with the “synchronization request value” instead of the “synchronization request value” in the acceleration request state. The power source driving torque continues to be changed and adjusted to “a value smaller than the synchronization request value” instead of the “synchronization request value” in the deceleration request state.

  In a state where the power source driving torque is continuously adjusted to the “synchronization request value”, as described above, the first sleeve and the first sleeve are caused by the detection errors and disturbances of the various sensors used for “synchronization”. The relative phase relationship in the circumferential direction with one idle gear is not actually determined. Accordingly, when the first sleeve reaches the “second position” in a state where the power source driving torque is continuously adjusted to the “synchronization request value”, “up-lock” is likely to occur.

  In order to prevent the occurrence of “up-lock” in the “second position”, the end of each second tooth of the first sleeve is passed after the first sleeve has passed the “first position”. Until after the first sleeve passes the “second position” (that is, after entering between the meshing teeth adjacent to each other in the circumferential direction of the first idle gear) (that is, each second tooth of the first sleeve). Between the meshing teeth and the torque transmission teeth adjacent to the circumferential direction of the idle gear, or between the meshing teeth of the first idle gear and the first teeth adjacent to the circumferential direction of the first sleeve "The state where the meshing surface of the second tooth of the first sleeve sticks to the meshing surface of the meshing tooth of the first idle gear" It is considered effective to maintain the “continuation state” ”(hereinafter referred to as“ sticking state ”).

  Here, “sticking state” includes “sticking state corresponding to acceleration state” (sticking state maintained during vehicle acceleration) and “sticking state corresponding to deceleration state” (sticking state maintained during vehicle deceleration). There is. In order to realize the “sticking state corresponding to the acceleration state (or deceleration state)”, the power source driving torque is changed to “a value greater than (or smaller than) the synchronization request value” instead of “synchronization request value”. It is only necessary to change / adjust to adjust the rotational speed of the transmission input shaft to be slightly larger (or smaller).

  In addition, when the vehicle is in the “acceleration request state” (or the “deceleration request state”) during the shift operation, the “sticking state corresponding to the acceleration state (or the deceleration state) after the shift operation is completed” Is very likely to be maintained. Therefore, in the case of the “acceleration request state” (or the “deceleration request state”) during the shifting operation, the first sleeve passes the “first position” and then the first sleeve moves to the “second position”. By maintaining the “sticking state corresponding to the acceleration state (or the deceleration state)” until it passes the “position”, the “sticking state” can be maintained from the time of the shift operation to the end of the shift operation. . If the “sticking state” is maintained, it is possible to prevent the occurrence of a shift shock due to the suspension and restart of the “sticking state” (in other words, the presence of backlash between dog teeth).

  The above features of this device are based on such knowledge. According to the above feature, the “sticking state” can be maintained from when the first sleeve passes the “first position” until it passes the “second position”. Therefore, the possibility of occurrence of “up-lock” at the “second position” can be reduced. In addition, since the “sticking state” can be maintained from the time of the shifting operation to the end of the shifting operation (suspension and restart of the “sticking state” are unlikely to occur), the shift shock caused by the suspension and restarting of the “sticking state” It is possible to reduce the possibility of occurrence.

  In the above apparatus, the first sleeve is moved toward the first idle gear at a first speed until the first sleeve reaches the first position, and the first sleeve is moved to the first position. After reaching the position, it is preferable that the first sleeve is configured to move toward the first idler gear at a second speed smaller than the first speed.

  According to this, the time from when the first sleeve passes the “first position” until it passes the “second position” becomes relatively long. Therefore, after the first sleeve has passed the “first position”, even if for some reason a relatively long time is required before the “sticking state” is started, the first sleeve In the stage of passing through the “second position”, there is a high possibility that the “sticking state” has already been stably maintained. As a result, the possibility of occurrence of “up-lock” at the “second position” can be further reduced.

1 is a schematic configuration diagram of a vehicle equipped with a vehicle power transmission control device according to an embodiment of the present invention. It is a schematic block diagram of the transmission shown in FIG. It is the figure which showed typically the dog tooth of the sleeve shown in FIG. 2, and the dog tooth of a gear piece. 3 is a graph showing a map defining “stroke-torque characteristics” for the clutch shown in FIG. 1. It is the graph which showed the map which prescribed | regulated the relationship between a vehicle speed and an accelerator opening degree, and a shift position. It is a flowchart which shows the flow of the process which concerns on the gear shift operation | movement when there exists a gear shift request | requirement to a non-synchronous stage. 6 is a time chart showing an example of a shift operation when there is a shift request to a non-synchronized stage. It is a figure which shows the state in which sleeve S1 exists in the meshing completion position of 2nd speed. It is a figure which shows the state which has sleeve S1 in N position. It is a figure which shows the state which has sleeve S1 in the 1st position of 1st speed. It is a figure which shows the state which has sleeve S1 in the 2nd position of 1st speed. It is a figure which shows the state in which the uplock has generate | occur | produced in the 2nd position on the 1st speed side. It is a figure which shows the state which has sleeve S1 in the meshing completion position of 1st speed. It is a figure which shows a "sticking state". FIG. 8 is a time chart corresponding to FIG. 7 showing another example of the shift operation when there is a shift request to the non-synchronized stage. It is a figure corresponding to FIG. 1 of the vehicle carrying the power transmission control apparatus of the vehicle which concerns on the modification of embodiment of this invention.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a vehicle power transmission control device according to the present invention will be described with reference to the drawings.

(Constitution)
FIG. 1 shows a schematic configuration of a vehicle equipped with a power transmission control device (hereinafter referred to as “the present device”) according to an embodiment of the present invention. This vehicle includes an internal combustion engine as a power source and a so-called automated manual transmission (AMT) using a transmission and a clutch not including a torque converter.

  This vehicle includes an engine E / G, a transmission T / M, and a clutch C / D. E / G is one of well-known internal combustion engines, for example, a gasoline engine that uses gasoline as fuel and a diesel engine that uses light oil as fuel. The output shaft A1 of E / G is connected to the input shaft A2 of the transmission T / M via a flywheel F / W and a clutch C / D.

  The transmission T / M is a known stepped gear that does not include a torque converter having a plurality of (for example, five) forward gears (shift positions), one reverse gear (shift position), and a neutral gear. One of the transmissions. The T / M output shaft A3 is connected to the drive wheels of the vehicle via a differential D / F. Hereinafter, description of the reverse gear is omitted.

  As shown in FIG. 2, T / M includes a plurality of fixed gears G1i, G2i, G3i, G4i, and G5i, a plurality of idle gears G1o, G2o, G3o, G4o, and G5o, and a plurality of cylindrical sleeves S1. , S2 and S3. Each of the fixed gears G1i, G2i, G3i, G4i, and G5i is provided on the input shaft A2 so as not to be relatively rotatable, and corresponds to each of a plurality of forward gears. Each of the idle gears G1o, G2o, G3o, G4o, and G5o is provided on the output shaft A3 so as to be relatively rotatable, and corresponds to each of a plurality of forward gears. Each of the idle gears G1o, G2o, G3o, G4o, and G5o is always meshed with the corresponding fixed gear, and dog teeth are provided on the side piece. Each of the sleeves S1, S2, and S3 is provided so as not to be rotatable relative to the output shaft A3 and relatively movable in the axial direction, and corresponds to fix the corresponding idle gear to the output shaft A3 so as not to be relatively rotatable. A dog tooth engageable with the dog tooth of the idle gear is provided.

  As shown in FIG. 2, all of the plurality of T / M gears (first to fifth gears) are not provided with a “synchromesh mechanism including a synchronizer ring” between the idle gear and the sleeve. "Non-synchronized stage". In other words, T / M is a non-synchronous transmission.

  FIG. 3 shows, as an example, the dog teeth of the sleeve S1 and the dog teeth of the pieces of the idle gears G1o and G2o, but the same applies to the other sleeves and idle gears. As shown in FIG. 3, the sleeve has a plurality of dog teeth (typically internal teeth) that are arranged at equal intervals in the circumferential direction and that extend in the axial direction, coaxially with the output shaft A3. Yes. A plurality of dog teeth (typically external teeth) that are arranged at equal intervals in the circumferential direction at the same interval as the dog teeth of the sleeve and extend in the axial direction are coaxial with the output shaft A3. Is formed.

  As the dog teeth of the idle gear, teeth protruding in the axial direction from the side surface of the idle gear piece toward the sleeve (hereinafter referred to as “meshing teeth”) and teeth not protruding (hereinafter referred to as “torque transmission”). Teeth) are formed alternately at equal intervals in the circumferential direction. Similarly, as dog teeth of the sleeve, teeth protruding in the axial direction from the side surface of the sleeve toward the corresponding idle gear piece (hereinafter referred to as “second tooth”) and teeth not protruding (hereinafter referred to as “second tooth”) (Referred to as “first teeth”) are alternately formed in the circumferential direction at the same interval as the idle gear.

  Hereinafter, “the position where the end of the second tooth of the sleeve and the end of the meshing tooth of the idle gear start to engage” (that is, the position where the protruding dog teeth start to engage with each other, FIG. Is referred to as the “first position” of the sleeve. Further, “the end of the second tooth of the sleeve and the end of the torque transmission tooth of the idle gear, or the end of the first tooth of the sleeve and the end of the meshing tooth of the idle gear starts to engage. The position to be engaged (that is, the position where the protruding dog teeth and the non-projecting dog teeth start to be engaged, see FIG. 11 described later) is called the “second position” of the sleeve.

  In the process of moving the sleeve in the axial direction from the neutral position (N position, position shown in FIG. 3), when the sleeve reaches the “first position”, the end of the second tooth of the sleeve is Then, it enters between the meshing teeth adjacent in the circumferential direction of the idle gear. Thereafter, when the sleeve reaches the “second position”, thereafter, the end of each second tooth of the sleeve is between the meshing tooth and the torque transmission tooth adjacent to the circumferential direction of the idle gear, or the idle gear of the idle gear. The end portions of the meshing teeth enter between the first teeth and the second teeth adjacent to each other in the circumferential direction of the sleeve. Thereafter, when the sleeve reaches the “meshing completion position with the idle gear” (see FIG. 13 to be described later), the sleeve and the idle gear are completely engaged. The meshing completion position corresponds to a position where the meshing length in the axial direction between the second tooth of the sleeve and the torque transmission tooth of the idler gear reaches a predetermined value (> 0).

  In a state where each of the sleeves S1, S2, and S3 is not engaged with the corresponding idle gear, a neutral stage is realized. In a state where any one of the sleeves S1, S2, and S3 is engaged with the corresponding idle gear, a gear stage corresponding to the idle gear is realized.

  The change / setting of the T / M gear stage is executed by driving the sleeves S1, S2, S3 by the transmission actuator ACT2 (see FIG. 1) and controlling the axial positions of the sleeves S1, S2, S3. The The speed reduction ratio (ratio of the rotational speed Ni of the input shaft A2 to the rotational speed No of the output shaft A3) is adjusted by changing the gear position. Specifically, the “reduction ratio” of the “N” speed is represented by “number of teeth of GNo / number of teeth of GNi” (N: 1, 2, 3, 4, 5). The reduction ratio gradually decreases toward “5th gear”.

  The clutch C / D is a friction clutch disk having one of well-known configurations provided to rotate integrally with the input shaft A2 of the transmission T / M. More specifically, the clutch C / D (more precisely, the clutch disc) faces each other with respect to the flywheel F / W provided to rotate integrally with the output shaft A1 of the engine E / G. It is arranged coaxially. The axial position of the clutch C / D (more precisely, the clutch disc) with respect to the flywheel F / W can be adjusted. The axial position of the clutch C / D is adjusted by a clutch actuator ACT1 (see FIG. 1). The clutch C / D does not include a clutch pedal operated by the driver.

  Hereinafter, the amount of movement in the axial direction from the original position of the clutch C / D (the position where the clutch disk is farthest from the flywheel) in the joining direction (crimping direction) is referred to as a clutch stroke. When the clutch C / D is in the “original position”, the clutch stroke is “0”. As shown in FIG. 4, by adjusting the clutch stroke, the maximum torque (clutch torque Tc) that can be transmitted by the clutch C / D is adjusted. In the state of “Tc = 0”, no power is transmitted between the output shaft A1 of the engine E / G and the input shaft A2 of the transmission T / M. This state is referred to as “divided state”. Further, in the state of “Tc> 0”, power is transmitted between the output shaft A1 and the input shaft A2. This state is called a “joined state”.

  This device includes an accelerator opening sensor SE1 that detects the operation amount (accelerator opening) of the accelerator pedal AP, a shift position sensor SE2 that detects the position of the shift lever SL, and a brake that detects whether the brake pedal BP is operated. A sensor SE3, a rotational speed sensor SE4 that detects the rotational speed of the output shaft A1 of the engine E / G, a rotational speed sensor SE5 that detects the rotational speed of the input shaft A2 of the transmission T / M, and the clutch C / D. A stroke sensor SE6 that detects the clutch stroke, a vehicle speed sensor SE7 that detects the speed (vehicle speed) of the vehicle, and a sleeve position sensor SE8 that detects the axial position of the sleeves S1 to S3 are provided.

  The apparatus also includes an electronic control unit ECU. The ECU controls the actuators ACT1 and ACT2 based on information from the sensors SE1 to SE8 and other sensors, etc., so that the C / D clutch stroke (accordingly, the clutch torque Tc), and , T / M shift speed is controlled. The ECU also controls the drive torque of the output shaft A1 of the E / G by controlling the fuel injection amount of the E / G (the opening of the throttle valve).

  Hereinafter, for convenience of explanation, the drive torque generated in the output shaft A1 by E / G combustion is referred to as “EG torque Te”. Te takes a positive value in the acceleration direction of the vehicle and takes a negative value in the deceleration direction. Te is normally adjusted (except during the shifting operation described later), based on the traveling state of the vehicle such as the accelerator opening and the vehicle speed.

  In this device, when the shift lever SL is at a position corresponding to the “automatic mode” (for example, D range), a shift map (see FIG. 5) stored in the ROM in the ECU, the vehicle speed, the accelerator opening, etc. Is selected based on the traveling state of the vehicle (the speed to be selected / realized, hereinafter referred to as “requested speed”). For example, when the current vehicle speed is α and the current accelerator opening is β, “3rd speed” is selected as the required shift speed. On the other hand, when the shift lever SL is in a position corresponding to the “manual mode” (for example, M (manual) range), the required shift speed is selected based on the position of the shift lever SL.

  In the transmission T / M, the same shift speed as the required shift speed is usually realized. When the required shift speed is changed, it is determined that “shift request is present”. When it is determined that “shift is requested”, a T / M shift operation (operation when the gear position is changed) is performed. Hereinafter, the shift operation by this apparatus will be described in detail.

(Shift operation)
As described above, in this apparatus, a non-synchronous transmission is mounted as T / M. Therefore, in this device, in the T / M speed change operation, the EG torque Te is used instead of the synchromesh mechanism to make the rotational speed Ni of the T / M input shaft A2 coincide with the “synchronous rotational speed”. (Ie, Ni is synchronized). Hereinafter, the shift operation of the present apparatus will be described in detail with reference to the flowchart shown in FIG. 6 and the time chart shown in FIG.

  FIG. 6 shows a flow of processing related to a shift operation that is executed by a command from the ECU (specifically, a CPU in the ECU) when it is determined that “shift request is present”. FIG. 7 shows an example of a shift operation when it is determined that “shift request is present”. In the example shown in FIG. 7, the “automatic mode” (D range) is selected and maintained by the shift lever SF, and the vehicle is traveling in the second speed before the time t1 (accelerated state, accelerator pedal AP: ON, brake pedal BP). :)), an example is shown in which a "shift request from the second speed to the first speed" occurs at time t1. Before the time t1, the EG torque Te is maintained at a large positive value (a large acceleration direction value) corresponding to the accelerator opening, and the clutch torque Tc is sufficiently larger than Te (for example, the maximum value Tmax, FIG. 4). ), The rotational speed Ni of the input shaft A2 is maintained at “second synchronous rotational speed”, and the sleeve S1 is positioned at the second gear meshing completion position (see FIG. 8).

  When a “shift request from the 2nd speed to the 1st speed” occurs at time t1, the processing shown in FIG. 6 is started, and Te is reduced to zero while maintaining Tc (step 610 in FIG. 6). Here, “Te = 0” means that the engine E / G is in an idling state. As a result, in the example shown in FIG. 7, Te decreases toward zero after time t1. In this example, Tc is kept constant after time t1.

  When Te reaches zero at time t2, the pre-shift meshing sleeve (sleeve S1) is moved to the N position while Te is maintained at zero (step 620 in FIG. 6). Here, the “pre-shift meshing sleeve” refers to a sleeve that is engaged with the idle gear of the shift stage that is realized before the shift. As a result, in the example shown in FIG. 7, the sleeve S1 moves from the second gear meshing completion position toward the N position after time t2. A neutral stage is realized by moving the sleeve S1 to the N position (see FIG. 9).

  When the sleeve S1 reaches the N position at time t3, Ni is synchronized while adjusting the EG torque Te (by the above feedback control) (step 630 in FIG. 6). In the example shown in FIG. 7, after time t3, “the rotational speed Ne (= Ni) of the output shaft A1 of the engine E / G obtained from the rotational speed sensor SE4 (or SE5)” is “the detection result of the vehicle speed sensor SE7, Te is feedback-controlled so as to coincide with the “synchronous rotational speed obtained from the speed reduction ratio of the gear stage after the shift” (= target rotational speed). In the feedback control of Te, specifically, the target value (synchronization request value) of Te is sequentially calculated and determined so that Ni coincides with the “synchronous rotation speed” that changes every moment, and Te is every moment. Sequential control is performed so as to coincide with the changing “synchronization request value”. In other words, by sequentially controlling Te so as to coincide with the “synchronous request value”, Ni can be sequentially controlled so as to coincide with “synchronous rotation speed”.

  As a result, in the example shown in FIG. 7, after time t3, Te increases from zero to the first torque value (= synchronization request value> 0) and is maintained at the first torque value. By maintaining Te at the first torque value, Ni increases from “second synchronous rotation speed” to “first synchronous rotation speed”. The increase in Ni is based on the fact that the first torque value is larger than the friction torque (so-called drag torque) necessary to rotate the input shaft Ni of the “transmission T / M in the neutral state”. . When Ni reaches “1st synchronous rotation speed”, Ni synchronization is achieved.

  When Ni reaches “1st synchronous rotation speed” at time t4, Ni synchronization is maintained (step 640 in FIG. 6). As a result, in the example shown in FIG. 7, after time t4, Te decreases to a second torque value (= synchronization request value> 0) smaller than the first torque value, and the second torque value ( = Synchronization request value). Actually, Te is directed from the first torque value to the second torque value immediately before Ni reaches “the first synchronous rotation speed”, that is, immediately before time t4. The decrease can be started (the same applies to FIG. 15 described later). By maintaining Te at the second torque value (= synchronization request value), Ni can be maintained at the “first synchronous rotation speed”. The reason why Ni can be kept constant at the “first synchronous rotation speed” is that the second torque value (= synchronization request value) is “the drag torque” of the transmission T / M in the neutral state. Based on equality.

  In addition, when it is determined at time t4 that Ni has reached “the first synchronous rotation speed”, the meshing sleeve after shifting (sleeve S1) is shifted from the N position to the meshing completion position of the gear stage after shifting. (Step 640 in FIG. 6). Here, the “post-shift meshing sleeve” refers to a sleeve that engages with the idle gear of the shift stage that is realized in the stage after the shift. As a result, in the example shown in FIG. 7, Te is maintained at the second torque value (= synchronization request value) after time t4 (that is, Ni is maintained at “the first synchronous rotation speed”). In the state), the sleeve S1 moves from the N position (see FIG. 9) toward the first gear meshing completion position (see FIG. 13). In practice, after time t4, Te is maintained at the second torque value, so that Ni can be maintained within a predetermined range including “the first synchronous rotational speed”.

  In the example shown in FIG. 7, at time t5, the sleeve S1 moving toward the first gear meshing completion position has reached the “first position” (see FIG. 10) (see FIG. 7). See A). Therefore, after time t5, the end portions of the second teeth of the sleeve S1 enter between the meshing teeth adjacent to each other in the circumferential direction of the first-speed idle gear G1o. At this time A (time when the sleeve S1 passes the “first position”), so-called “up-lock” hardly occurs. This is based on the fact that the interval between the meshing teeth adjacent in the circumferential direction of the first-speed idler gear G1o is relatively wide.

  In the present apparatus, after time t5, the EG torque Te is adjusted to “a value shifted from the synchronization request value” instead of the “synchronization request value” (= the second torque value) (step 640 in FIG. 6). See). Hereinafter, as a preparation for explaining the operation and effect of this “Te transition”, first, referring to the thin two-dot chain line in FIG. 7, first, when Te is continuously adjusted to the “synchronization request value” ( The case where Te transition is not performed will be described.

  In this case, in the example shown in FIG. 7, Te continues to be maintained at the second torque value (= synchronization request value) after time t5. As a result, the sleeve S1 reaches the “second position” (see FIG. 11) (see point B in FIG. 7) while Ni is still maintained at the “first synchronous rotation speed”. Therefore, after this point B, the end of each second tooth of the sleeve S1 is between the meshing tooth and the torque transmission tooth adjacent to the circumferential direction of the first-speed idle gear G1o, or the first-speed idle gear G1o. The end portions of the meshing teeth enter between the first teeth and the second teeth adjacent to each other in the circumferential direction of the sleeve S1.

  At this point B (when the sleeve S1 passes the “second position”), unlike the point A described above, so-called “up-lock” is likely to occur (see FIG. 12). This is “the interval between the meshing tooth and the torque transmission tooth adjacent to the circumferential direction of the first-speed idler gear G1o, or the interval between the first tooth and the second tooth adjacent to the circumferential direction of the sleeve S1”. Is relatively narrow, and the relative phase relationship in the circumferential direction between the sleeve S1 and the first-speed idler gear G1o is caused by detection errors and disturbances of the various sensors described above used for "synchronization". Based on what is not actually determined.

  In the example shown in FIG. 7 (see the thin two-dot chain line in the figure), “up-lock” occurs at the “second position” in the sleeve S1 (see FIG. 12). As a result, the sleeve S1 becomes more difficult to move from the “second position” (see point B in FIG. 7).

  As a result, there may occur a problem that the sleeve S1 cannot reach the first gear meshing completion position (see FIG. 13) or it takes a relatively long time to reach the first gear meshing completion position. . In the example shown in FIG. 7 (see the thin two-dot chain line in the figure), the sleeve S1 cannot move from the “second position” over a relatively long period, and thereafter (see the point C in FIG. 7), Due to some trigger, the “up-lock” is canceled, and the sleeve S1 starts to move again from the “second position” toward the “first-speed meshing completion position”.

  When the sleeve S1 reaches the “first gear meshing completion position” at time t6 ′, Te is increased (returned) (step 650 in FIG. 6). In the example shown in FIG. 7, after time t6 ', Te increases (returns) from zero toward a large value corresponding to the accelerator opening. When the return of Te is completed, the speed change operation is completed, and traveling using the EG torque Te at the first speed is started.

  As described above, when the sleeve S1 is continuously adjusted to the “synchronization request value” after the time t5 when the sleeve S1 passes the “first position”, the sleeve S1 subsequently reaches the “second position”. “Up-lock” tends to occur at that time. As a result, there may occur a situation in which the sleeve S1 cannot be smoothly moved to the “first-speed meshing completion position” (that is, the speed change operation cannot be performed smoothly).

  On the other hand, in the present apparatus, as described above, after the sleeve S1 passes through the “first position”, the EG torque Te is changed from the “synchronization request value” to the “sticking direction” instead of the “synchronization request value”. (See step 640 of FIG. 6). Here, the “sticking direction” refers to the “increase direction” in the acceleration state and the “decrease direction” in the deceleration state. The reason for performing “Te transition” in this way is as follows.

  That is, in order to prevent the occurrence of the “uplock” at the “second position” described above, the sleeve S1 passes through the “first position” and then passes through the “second position”. , “A state in which the meshing surface of the second tooth of the sleeve S1 sticks to the meshing surface of the meshing tooth of the first-speed idler gear G1o” (hereinafter referred to as “sticking state”). It is considered effective to maintain.

  Here, due to the presence of backlash related to the meshing of the gear between the sleeve and the idler gear, “sticking state” includes “sticking state corresponding to acceleration state” and “deceleration state”. There is a "sticky state". In order to realize the “sticking state corresponding to the acceleration state (or deceleration state)”, the EG torque Te is dared to be “a value greater than the synchronization request value (or a smaller value)” instead of the “synchronization request value”. Change and adjust to adjust Ni slightly larger (or smaller).

  In addition, when the vehicle is in the “acceleration request state” (or “deceleration request state”) during the shift operation, the “sticking state corresponding to the acceleration state (or deceleration state)” after the shift operation ends. It is very likely that it will be maintained. Here, the “acceleration request state” refers to a state where the driver requests acceleration, and the “deceleration request state” refers to a state where the driver requests deceleration. Therefore, in the “acceleration request state” (or “deceleration request state”) during the shifting operation, the sleeve S1 passes from the “first position” until the sleeve S1 passes the “second position”. In the meantime, by maintaining the “sticking state corresponding to the acceleration state (or the deceleration state)”, the “sticking state” can be maintained from the time of the shifting operation to the end of the shifting operation. When the “sticking state” is maintained, it is possible to prevent the occurrence of a shift shock due to the suspension and restart of the “sticking state” (in other words, the presence of the backlash).

  Here, whether the vehicle is in the “acceleration request state” or the “deceleration request state” is determined by, for example, a vehicle acceleration calculated based on the vehicle speed obtained from the vehicle speed sensor SE7, an accelerator opening sensor This can be made based on the accelerator opening obtained from SE1, the presence or absence of operation of the brake pedal BP obtained from the brake sensor SE3, and the like. This determination is preferably performed at a time point (time t1) when it is determined that “shift request is present”. Alternatively, this determination may be performed when it is determined that “synchronization” is completed (time t4), or when it is determined that the sleeve S1 has passed the “first position” (time t5). .

  In the example shown in FIG. 7 in the acceleration request state, Te is from the time when the sleeve S1 reaches the “first position” until it reaches the “first-speed meshing completion position” (time t5 to t6). However, instead of the “synchronization request value”, the value is adjusted to “a value shifted from the synchronization request value in the increasing direction”. As a result, after the sleeve S1 passes the “first position” (see time point A in FIG. 7) and continues after the “second position” (see time point B in FIG. 7), “ The “sticking state corresponding to the acceleration state” is maintained (see FIG. 14).

  Therefore, the possibility of “up-lock” at the “second position” of the sleeve S1 is very low. As a result, the sleeve S1 passes smoothly through the “second position” (see the solid line in the figure). Thus, at time t6 (see FIG. 7) earlier than the above-described time t6 ', the sleeve S1 reaches the “first-speed meshing completion position” (see FIG. 13), and Te is returned. That is, the sleeve S1 can move more smoothly to the “first gear meshing completion position”. As a result, the speed change operation can be performed smoothly, and the time required for the speed change operation can be shortened.

  In addition, since the “sticking state corresponding to the acceleration state” can be maintained from the time of the gear shifting operation to after the end of the gear shifting operation (the “sticking state” is not easily interrupted and resumed), the “sticking state” is interrupted and restarted. The possibility of occurrence of a shift shock due to this can be reduced.

  FIG. 7 shows an example in which the vehicle is in the acceleration request state. However, as shown in FIG. 15 corresponding to FIG. 7, when the vehicle is in the deceleration request state, the sleeve S1 is “first position”. From the point of time when the value reaches the “first gear meshing completion position”, Te changes from the “synchronous request value” to the “decrease direction” instead of the “synchronous request value” over the period from time t5 to time t6. Adjusted to "value". FIG. 7 shows an example in which a so-called “shift down” (shift operation to a gear stage having a larger reduction ratio) is performed as the shift operation. Even when a gear shift operation to a gear stage with a small reduction ratio is performed, there is no change in that Ni synchronization is executed by adjusting Te.

  The above-mentioned “Te transition” can be started when it is determined that the sleeve S1 has reached the “first position”. Alternatively, the “Te transition” is a time point after the time point at which the sleeve S1 is determined to have reached the “first position” (for example, the position where the sleeve S1 has advanced by a predetermined minute distance from the “first position”). Can also be started). These determinations can be made using a sensor that detects the axial position of the sleeve (sensor SE8 in this apparatus). In the example shown in FIG. 7 and FIG. 15, the “Te transition” is continued until the sleeve S1 reaches the “first gear meshing completion position”, but the sleeve S1 passes the “second position”. Immediately after the “Te transition” may be stopped.

  Further, “Te transition” may be executed by changing Te from a “synchronization request value” by a predetermined value in a “sticking direction” in a feed-forward manner. Further, the target rotation speed of Ni is changed to “a value changed from the synchronous rotation speed in the sticking direction” instead of “synchronous rotation speed”, and Ni is matched with “a value changed from the synchronous rotation speed to the sticking direction”. The Te may be adjusted to “a value shifted from the synchronization request value in the sticking direction” by calculating a target value of Te and performing feedback control of Te so that Te matches the target value.

  In addition, the magnitude of “Te transition” can be set according to the degree of acceleration (or deceleration) of the vehicle. Typically, the greater the degree of acceleration (or deceleration) of the vehicle, the larger the “Te transition” may be set.

  As described above, according to the present apparatus, the “sticking state” can be maintained from when the sleeve passes the “first position” to when it passes the “second position”. Therefore, the possibility of occurrence of “up-lock” at the “second position” of the sleeve can be reduced. In addition, since the “sticking state” can be maintained from the time of the shifting operation to the end of the shifting operation (suspension and restart of the “sticking state” are unlikely to occur), the shift shock caused by the suspension and restarting of the “sticking state” It is possible to reduce the possibility of occurrence.

  The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention. For example, in the above embodiment, all of the idle gears G1o, G2o, G3o, G4o, G5o and all of the sleeves S1, S2, S3 are provided on the output shaft A3 (see FIG. 2). Some or all of the rolling gears G1o, G2o, G3o, G4o, G5o and some or all of the sleeves S1, S2, S3 may be provided on the input shaft A2.

  Further, in the above-described embodiment, all of the plurality of T / M gears (1st to 5th gears) are “non-synchronized gears” (see FIG. 2), but the plurality of T / M gears (1 Only a part of the (speed to 5th speed) may be a “synchronizing stage” provided with “a synchromesh mechanism including a synchronizer ring”. In this case, during the shifting operation from “non-synchronized gear” to “non-synchronized gear” and the shifting operation from “synchro gear” to “non-synchronized gear”, the above-described FIGS. The speed change operation shown in 15) is applied.

  Further, in the above-described embodiment, Tc is kept constant from the time when it is determined that “shift request is present” until the shift operation is completed (time t1 to t6 in FIG. 7) (see FIG. 7). As long as Tc is larger than the engine torque Te, it may not be constant.

  In addition, in the above embodiment, the engine E / G is used as a power source of the vehicle (see FIG. 1), but an electric motor M / G is used instead of the engine E / G as the power source of the vehicle. May be. Further, as shown in FIG. 16, both an engine E / G and an electric motor M / G may be used as a power source for the vehicle. In the example shown in FIG. 16, the M / G output shaft is connected to the T / M input shaft A2 (IN connection), and the M / G output shaft is connected to the T / M output shaft A3. An “IN-OUT switching mechanism” that selectively realizes the configuration (OUT connection) is provided.

  In the case of the configuration shown in FIG. 16, when it is determined that the vehicle is in the acceleration request state during the shifting operation in the state where the OUT connection is maintained, the M / G torque is a positive value (a value in the acceleration direction). If the vehicle is determined to be in a deceleration request state, the M / G torque can be adjusted to a negative value (value in the deceleration direction). That is, during the shifting operation, “torque assist using M / G torque” in the OUT connection can be executed.

  T / M ... transmission, E / G ... engine, C / D ... clutch, A1 ... engine output shaft, A2 ... transmission input shaft, A3 ... transmission output shaft, ACT1 ... clutch actuator, ACT2 ... speed change Actuator, ECU ... Electronic control unit

Claims (3)

A power transmission system is formed between the input shaft and the output shaft, and an input shaft for inputting power from an output shaft of a power source of the vehicle and an output shaft for outputting power to the drive wheels of the vehicle. In addition, a plurality of predetermined shift stages having different reduction ratios, which are ratios of the rotational speed of the input shaft to the rotational speed of the output shaft, and a neutral in which a power transmission system is not formed between the input shaft and the output shaft A transmission without a torque converter,
A clutch that is interposed between an output shaft of the power source and an input shaft of the transmission and that can adjust a clutch torque that is a maximum value of torque that can be transmitted by the clutch;
A first actuator for controlling the clutch and adjusting the clutch torque;
A second actuator for controlling the transmission to change a shift speed realized from the plurality of shift speeds and the neutral speed;
Control means for controlling the power source driving torque, which is the driving torque of the output shaft of the power source, the clutch torque, the first actuator, and the second actuator, based on the running state of the vehicle;
A vehicle power transmission control device comprising:
The transmission is
A plurality of fixed gears, each of which is provided on the input shaft or the output shaft of the transmission so as not to be relatively rotatable, and each of which corresponds to each of the plurality of shift stages;
Each is provided so as to be relatively rotatable with respect to the input shaft or the output shaft of the transmission, and each of the gears corresponds to each of the plurality of gears and is always meshed with a fixed gear of the corresponding gear, and on each side surface. A plurality of idle gears provided with dog teeth;
Each of the input shaft and the output shaft of the transmission is provided on the corresponding shaft provided with the corresponding one or more idle gears so as not to be rotatable relative to each other and movable in the axial direction. A plurality of sleeves having dog teeth engageable with the dog teeth of the corresponding idle gear to fix the corresponding idle gear to the corresponding shaft so as not to be relatively rotatable;
With
At least one of the plurality of shift stages is a non-synchronized stage in which a synchromesh mechanism including a synchronizer ring is not provided between the corresponding idle gear and the corresponding sleeve.
The dog teeth of the idler gear corresponding to the non-synchronized stage include torque transmission teeth and meshing teeth protruding in the axial direction toward the sleeve corresponding to the torque transmission teeth,
The dog teeth of the sleeve corresponding to the non-synchronized stage include first teeth and second teeth protruding in the axial direction from the first teeth toward the corresponding idler gear,
The neutral stage is realized in a state where all of the plurality of sleeves are not engaged with any of the idle gears, and any one of the plurality of sleeves is engaged with the corresponding one of the idle gears. A shift stage corresponding to the corresponding one idle gear among the plurality of shift stages is realized,
The shift stage to be realized is changed by the second actuator controlling the axial position of each of the plurality of sleeves,
The control means includes
The power source drive torque is configured to adjust to an operation amount equivalent value according to an operation amount of an acceleration operation member operated by a driver,
The control means includes
When a shift request is generated based on the running state of the vehicle, the shift stage to be realized is changed based on the shift request,
The control means includes
When changing the realized shift speed from any one of the plurality of shift speeds to another speed that is the non-synchronous speed,
Determining whether the vehicle is in an acceleration request state in which the driver requests acceleration and a deceleration request state in which the driver requests deceleration;
The neutral stage is realized by releasing the engagement by moving the sleeve engaged with the idle gear of the shift stage before the shift in the axial direction;
The rotational speed of the input shaft of the transmission is adjusted by adjusting the power source driving torque in a state where the neutral stage is realized and the clutch torque is maintained at a value larger than the magnitude of the power source driving torque. Change to match the synchronous rotational speed corresponding to the speed of the vehicle in the state where the gear stage after the shift is realized,
The sleeve corresponding to the gear stage after the shift while adjusting the power source driving torque to a synchronization request value determined so that the rotation speed of the input shaft of the transmission is maintained at the synchronization rotation speed. The first sleeve is moved in the axial direction toward the first idle gear which is the idle gear of the gear stage after the shift,
It is determined that the first sleeve has reached a first position where the end of the second tooth of the first sleeve facing in the axial direction engages with the end of the meshing tooth of the first idler gear. Based on this, in the acceleration request state, the first sleeve is further moved toward the first idle gear while adjusting the power source driving torque to a value larger than the synchronization request value. In the case of the deceleration request state, the first sleeve is further moved toward the first idle gear while adjusting the power source drive torque to a value smaller than the synchronization request value,
The first sleeve faces the end portion of the second tooth of the first sleeve facing the axial direction and the end portion of the torque transmission tooth of the first idle gear, or the first sleeve faces the axial direction. The power source drive torque is determined based on the determination that the second position where the end of the first tooth of the sleeve and the end of the meshing tooth of the first idler gear are engaged is reached. A power transmission control device for a vehicle configured to move the first sleeve to a meshing completion position with the first idle gear while adjusting to approach the operation amount equivalent value. The power transmission control device for a vehicle according to claim 1,
The control means includes
Until the first sleeve reaches the first position, the first sleeve moves toward the first idle gear at a first speed,
A vehicle configured to move the first sleeve toward the first idle gear at a second speed smaller than the first speed after the first sleeve reaches the first position. Power transmission control device. In the vehicle power transmission control device according to claim 1 or 2,
A power transmission control device for a vehicle, wherein all of the plurality of shift speeds are the non-synchronous speed.

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