JP2006226316A - Control apparatus and control method for automobile - Google Patents

Abstract

【Task】
It is an object of the present invention to provide an automatic clutch control device and a control method that can reduce the amount of movement of a clutch when executing double clutch control and thereby shorten the shift time.
[Solution]
The target rotation synchronization time setting means 120 sets a target rotation synchronization control time T. The target input shaft rotational speed calculation means 140 calculates the target input shaft rotational speed TNi so that the target gear rotational speed and the sleeve rotational speed have a predetermined relationship. The clutch target torque calculation means 130 engages the clutch from the target rotation synchronization time T set by the target rotation synchronization time setting means 120 and the target input shaft rotation speed TNi calculated by the target input shaft rotation speed calculation means 140. A target torque Tc for matching is calculated. The clutch target calculation means 150 calculates the clutch target position Tp or target pressure Tpp during double clutch control based on the clutch target torque Tc calculated by the clutch target torque calculation means 130 and the clutch characteristics.
[Selection] Figure 2

Description

  The present invention relates to an automobile control apparatus and control method, and more particularly to an automobile control apparatus and control method equipped with an automatic clutch capable of automatically connecting and disconnecting a friction clutch.

  In recent years, an automatic clutch capable of automatically connecting and disconnecting a friction clutch has been developed from the viewpoint of easy drive. In an automobile equipped with such an automatic clutch, a clutch connecting / disconnecting operation is realized by automatically controlling the position of the clutch. Further, in an automobile equipped with such an automatic clutch, for example, as described in Japanese Patent Application Laid-Open No. 2001-270347, when performing a downshift, the engine rotational speed is set before the target gear is engaged. There is a type that performs so-called double clutch control in which the clutch is engaged while the clutch is engaged while the target gear speed is increased to the vicinity of the sleeve speed and then the clutch is released. By performing the double clutch control, the gear can be engaged with the target gear speed and the sleeve rotation speed approximately matched, so that smooth shifting can be realized and the burden on the mechanical synchro mechanism can be reduced. it can.

JP 2001-270347 A

  However, in the double clutch control at the time of shifting described in Japanese Patent Application Laid-Open No. 2001-270347, the control is managed based on the engine speed (the input shaft speed of the transmission). In some cases, the time required for the control may be prolonged. In this case, the entire shift time may be prolonged, which may cause the passenger to feel uncomfortable.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an automatic clutch control device and control method that can reduce the amount of clutch movement when executing double clutch control to shorten the shift time.

(1) In order to achieve the above object, the present invention provides a control apparatus for an automobile equipped with a transmission in which torque is transmitted from an engine via a clutch when the gear of the transmission is in a neutral state. In addition, in the control apparatus for an automobile that controls the engine and engages the clutch to perform a double clutch control so that the target gear rotation speed and the sleeve rotation speed have a predetermined relationship, Control means for controlling the target position Tp or the target pressure Tpp of the clutch at the time of double clutch control is provided so that the synchronization control time T is reached.
With such a configuration, it is possible to reduce the amount of clutch movement when executing double clutch control, and to shorten the shift time.

(2) In order to achieve the above object, the present invention provides a control apparatus for an automobile equipped with a transmission that transmits torque from an engine via a clutch, wherein the gear of the transmission is in a neutral state. In a vehicle control apparatus that controls the engine and engages the clutch to perform a double clutch control so that a target gear rotation speed and a sleeve rotation speed have a predetermined relationship. And a clutch target calculation means for calculating the target position Tp or target pressure Tpp of the clutch during double clutch control based on the characteristics of the clutch so that the rotation synchronization control time T is set.
With such a configuration, it is possible to reduce the amount of clutch movement when executing double clutch control, and to shorten the shift time.

(3) Further, in order to achieve the above object, the present invention provides a control apparatus for an automobile equipped with a transmission in which torque is transmitted from an engine via a clutch, wherein the gear of the transmission is in a neutral state. In a vehicle control apparatus that controls the engine and engages the clutch to perform a double clutch control so that a target gear rotation speed and a sleeve rotation speed have a predetermined relationship. Target rotation synchronization time setting means for setting the rotation synchronization control time T, and target input shaft rotation speed calculation for calculating the target input shaft rotation speed TNi so that the target gear rotation speed and sleeve rotation speed have a predetermined relationship Means, the target rotation synchronization time T set by the target rotation synchronization time setting means, and the target input shaft rotation speed TNi calculated by the target input shaft rotation speed calculation means Clutch target torque calculating means for calculating a target torque Tc for engaging the clutch, clutch target torque Tc calculated by the clutch target torque calculating means, and the clutch at the time of double clutch control based on clutch characteristics A clutch target calculating means for calculating the target position Tp or the target pressure Tpp is provided.
With such a configuration, it is possible to reduce the amount of clutch movement when executing double clutch control, and to shorten the shift time.

  (4) In the above (3), preferably, the clutch target torque calculation means is calculated by the target rotation synchronization time T set by the target rotation synchronization time setting means and the target input shaft rotation speed calculation means. The target torque Tc for engaging the clutch is calculated from the differential rotational speed between the target input shaft rotational speed TNi and the actual input shaft rotational speed Ni and the input shaft system inertia Ii.

(5) In order to achieve the above object, the present invention provides a method for controlling an automobile equipped with a transmission in which torque is transmitted from an engine via a clutch, wherein the gear of the transmission is in a neutral state. In a vehicle control method for controlling the engine and engaging the clutch and performing double clutch control so that a target gear rotation speed and a sleeve rotation speed have a predetermined relationship. The target position Tp or the target pressure Tpp of the clutch at the time of double clutch control is controlled so as to be the rotation synchronization control time T.
With this method, it is possible to reduce the amount of clutch movement when executing the double clutch control, thereby shortening the shift time.

  According to the present invention, it is possible to shorten the shift time during the double clutch control.

Hereinafter, the configuration and operation of an automobile control apparatus according to an embodiment of the present invention will be described with reference to FIGS.
First, the configuration of an automobile system equipped with the automobile control device according to the present embodiment will be described with reference to FIG.
FIG. 1 is a system block diagram showing a configuration of an automobile system equipped with an automobile control apparatus according to an embodiment of the present invention. The illustrated automobile system is a system to which an automated manual transmission (automatic MT) is applied as an automatic transmission.

  In the engine 7, an intake air amount is controlled by an electronic control throttle 10 (comprising a throttle valve, a drive motor, and a throttle sensor) provided in an intake pipe (not shown), and a fuel amount corresponding to the intake air amount is a fuel injection device. Injected from (not shown). Further, the ignition timing is determined from signals such as the air-fuel ratio and engine speed determined from the air amount and the fuel amount, and ignition is performed by an ignition device (not shown). The fuel injection device includes an intake port 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, and is determined by an operating range (engine torque and engine speed) required for the engine. It is desirable to select an engine that can reduce fuel consumption and has good exhaust performance.

  A clutch 8 is interposed between the engine 7 and the input shaft 41, and the pressing force of the clutch 8 can be adjusted by controlling the position of the clutch 8, and power is transmitted from the engine 7 to the input shaft 41. can do. Further, by releasing the clutch 8, power transmission from the engine 7 to the input shaft 41 can be cut off. Generally, a dry single-plate friction clutch is used as the clutch 8, and the torque transmitted from the engine 7 to the input shaft 41 can be adjusted by adjusting the pressing force of the clutch 8. The actuator 111 of the clutch 8 includes a motor (not shown) and a mechanical mechanism that converts the rotational motion of the motor into a linear motion, and the pressing force of the clutch 8 is controlled by the actuator 111. The clutch 8 may be any clutch capable of adjusting the torque to be transmitted, such as a wet multi-plate friction clutch or an electromagnetic clutch. The clutch 8 is generally used in a vehicle equipped with a normal manual transmission, and the vehicle can be started by gradually pressing the clutch 8.

  Next, the configuration of the transmission 50 will be described. The gear 1 and the gear 4 are fixed to the input shaft 41 of the transmission 50, and mesh with the gear 11 and the gear 14 that are rotatably attached to the output shaft 42, respectively. Gears 2, 2, 3, 5, and 6 are rotatably attached to the input shaft 41 and mesh with gears 12, 13, 15, and 16 fixed to the output shaft 42, respectively. ing.

  Next, a synchronous meshing clutch comprising a sleeve and a synchronizing device will be described. The synchronous mesh clutch is generally used in a vehicle equipped with a normal manual transmission, and this synchronization device can synchronize the rotation at the time of gear switching, and can facilitate the shifting operation.

First, the synchronous meshing clutch comprising the sleeve 21, the synchronizing device 51 and the synchronizing device 54 will be described.
The output shaft 42 is provided with a sleeve 21 that directly connects the gear 11 and the gear 14 and the output shaft 42, and a stopper (not shown) is provided so that the gear 11 and the gear 14 do not move in the axial direction of the output shaft 42. ing. Inside the sleeve 21, grooves (not shown) that mesh with a plurality of grooves (not shown) of the output shaft 42 are provided, and the sleeve 21 is movable in the axial direction of the output shaft 42. Movement of the output shaft 42 in the rotational direction is limited. Therefore, the torque of the sleeve 21 is transmitted to the output shaft 42. In order to transmit the torque of the gear 11 and the gear 14 to the output shaft 42, it is necessary to move the sleeve 21 in the axial direction of the output shaft 42 and directly connect the gear 11 or the gear 14 and the sleeve 21. A synchronizing device 51 is provided between the gear 11 and the sleeve 21, and a frictional force is generated between the gear 11 and the synchronizing device 51 by pressing the sleeve 21 against the synchronizing device 51. At this time, torque is transmitted from the gear 11 to the sleeve 21 via the synchronization device 51, and the rotational speed of the gear 11 is synchronized with the rotational speed of the sleeve 21. When the rotation speed synchronization is completed, the sleeve 21 scrapes bokeling (not shown) provided in the synchronization device 51 and directly connects to the gear 11. Similarly, a synchronization device 54 is provided between the gear 14 and the sleeve 21, and a frictional force is generated between the gear 14 and the synchronization device 54 by pressing the sleeve 21 against the synchronization device 54. At this time, torque is transmitted from the gear 14 to the sleeve 21 via the synchronization device 54, and the rotational speed of the gear 14 is synchronized with the rotational speed of the sleeve 21. When the rotation speed synchronization is completed, the sleeve 21 scrapes off bake rings (not shown) provided in the synchronization device 54 and directly connects to the gear 14. The actuator 112 of the sleeve 21 includes a motor (not shown) and a mechanical mechanism that converts the rotational motion of the motor into a linear motion. By this actuator 112, the sleeve 21 is connected to the synchronization device 51 or the synchronization device 54. The pressing force is controlled.

Next, a description will be given of a synchronous mesh clutch including the sleeve 22, the synchronization device 52, and the synchronization device 55. FIG.
The input shaft 41 is provided with a sleeve 22 that directly connects the gear 2 and the gear 5 and the input shaft 41, and a stopper (not shown) is provided so that the gear 2 and the gear 5 do not move in the axial direction of the input shaft 41. ing. Inside the sleeve 22, grooves (not shown) that mesh with a plurality of grooves (not shown) of the input shaft 41 are provided, and the sleeve 22 is movable in the axial direction of the input shaft 41. Movement of the input shaft 41 in the rotational direction is limited. Therefore, the torque of the input shaft 41 is transmitted to the sleeve 22. In order to transmit the torque of the input shaft 41 to the gear 2 and the gear 5, it is necessary to move the sleeve 22 in the axial direction of the input shaft 41 and directly connect the gear 2 or the gear 5 and the sleeve 22. A synchronization device 52 is provided between the gear 2 and the sleeve 22, and a frictional force is generated between the synchronization device 52 and the gear 2 by pressing the sleeve 22 against the synchronization device 52. At this time, torque is transmitted from the sleeve 22 to the gear 2 via the synchronization device 52, and the rotational speed of the sleeve 22 is synchronized with the rotational speed of the gear 2. When the rotation speed synchronization is completed, the sleeve 22 scrapes off the baux ring (not shown) provided in the synchronization device 52 and directly connects to the gear 2. Similarly, a synchronization device 55 is provided between the gear 5 and the sleeve 22, and a frictional force is generated between the synchronization device 52 and the gear 5 by pressing the sleeve 22 against the synchronization device 55. At this time, torque is transmitted from the sleeve 22 to the gear 5 via the synchronization device 52, and the rotational speed of the sleeve 22 is synchronized with the rotational speed of the gear 5. When the rotation speed synchronization is completed, the sleeve 22 scrapes off bake rings (not shown) provided in the synchronization device 52 and directly connects to the gear 5. The actuator 113 of the sleeve 22 is composed of a motor (not shown) and a mechanical mechanism that converts the rotational motion of the motor into a linear motion. By this actuator 113, the sleeve 22 is connected to the synchronization device 52 or the synchronization device 55. The pressing force is controlled.

Next, a synchronous mesh clutch comprising the sleeve 23, the synchronization device 53, and the synchronization device 56 will be described.
The input shaft 41 is provided with a sleeve 23 that directly connects the gear 3 and the gear 6 and the input shaft 41, and a stopper (not shown) is provided so that the gear 3 and the gear 6 do not move in the axial direction of the input shaft 41. ing. Inside the sleeve 23, grooves (not shown) that mesh with a plurality of grooves (not shown) of the input shaft 41 are provided, and the sleeve 23 is movable in the axial direction of the input shaft 41. Movement of the shaft 41 in the rotational direction is limited. Therefore, the torque of the input shaft 41 is transmitted to the sleeve 23. In order to transmit the torque of the input shaft 41 to the gear 3 and the gear 6, it is necessary to move the sleeve 23 in the axial direction of the input shaft 41 and directly connect the gear 3 or the gear 6 and the sleeve 23. A synchronizing device 53 is provided between the gear 3 and the sleeve 23, and a frictional force is generated between the synchronizing device 53 and the gear 3 by pressing the sleeve 23 against the synchronizing device 53. At this time, torque is transmitted from the sleeve 23 to the gear 3 via the synchronization device 53, and the rotational speed of the sleeve 23 is synchronized with the rotational speed of the gear 3. When the rotation speed synchronization is completed, the sleeve 23 scrapes off the bake ring (not shown) provided in the synchronization device 53 and directly connects to the gear 3. Similarly, a synchronization device 56 is provided between the gear 6 and the sleeve 23, and a frictional force is generated between the synchronization device 56 and the gear 6 by pressing the sleeve 23 against the synchronization device 56. At this time, torque is transmitted from the sleeve 23 to the gear 6 via the synchronization device 56, and the rotational speed of the sleeve 23 is synchronized with the rotational speed of the gear 6. When the rotation speed synchronization is completed, the sleeve 23 scrapes off the baux ring (not shown) provided in the synchronization device 53 and directly connects to the gear 6. The actuator 114 of the sleeve 23 includes a motor (not shown) and a mechanical mechanism that converts the rotational motion of the motor into a linear motion. The actuator 114 allows the sleeve 23 to be connected to the synchronization device 53 or the synchronization device 56. The pressing force is controlled.

  The engine 7 is controlled by the engine control unit 101. Actuator 111, actuator 112, actuator 113 and actuator 114 are controlled by actuator control unit 104. In the present embodiment, a combination of a motor and a mechanical mechanism is used as the actuator 111, the actuator 112, the actuator 113, and the actuator 114, but a hydraulic actuator using a solenoid valve or the like may be used.

  The powertrain control unit 100 includes a signal from an input shaft rotational speed sensor 31 that detects the rotational speed of the input shaft 41, an output shaft rotational speed sensor 32 that detects the rotational speed of the output shaft 42, an accelerator opening sensor (not shown). , Various signals are input from a vehicle speed sensor and the like, and operating states (clutch position, rotation speed, torque, gear ratio, etc.) of the engine 7, clutch 8, and transmission 50 are input, and based on these, a CAN (Controller Area Network) is input. ) 103 for overall control of the engine control unit 101 and the actuator control unit 104.

Next, the configuration of the vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 2 is a block diagram showing the configuration of the automobile control apparatus according to the embodiment of the present invention.

  The powertrain control unit 100, which is a vehicle control apparatus according to the present embodiment, includes a target rotation synchronization time setting unit 120, a clutch target torque calculation unit 130, a target input shaft rotation number calculation unit 140, and a clutch target position calculation unit 150. And.

  The target rotation synchronization time setting means 120 sets a control time (target rotation synchronization time T) for controlling the clutch so that the target gear rotation speed and the sleeve rotation speed substantially coincide with each other. When the target rotation synchronization time T is set large, the time required for the entire shift increases, and when the target rotation synchronization time is set small, the time required for the entire shift decreases. The target rotation synchronization time T can be set so as to minimize the time required for the entire shift from the response of the clutch actuator and engine control, or set based on the characteristics of the vehicle, the shift feeling, etc. You can also

The target input shaft rotational speed calculation means 140 receives the output shaft rotational speed No detected by the output shaft rotational speed sensor 32, and uses the gear ratio of the target transmission gear stage to calculate the target input shaft rotational speed TNi. Calculate. The target input shaft speed TNi is expressed by the following equation (1), where Gr is the gear ratio of the target transmission gear stage and No is the output shaft speed.

TNi = Gr × No (1)

In addition, in the calculation of the target input shaft rotational speed TNi, various correction terms can be added in addition to the calculation represented by the above formula (1).

The clutch target torque calculation means 130 includes an input shaft rotation speed Ni detected by the input shaft rotation speed sensor 31, a target rotation synchronization time T set by the target rotation synchronization time setting means 120, and a target input shaft rotation speed calculation means. Using the target input shaft rotational speed TNi calculated in 140 and the input shaft system inertia Ii, the clutch target torque Tc is calculated by the following equation (2). The input shaft system inertia Ii uses a value obtained in advance.

Tc = Ii × (TNi−Ni) ÷ T (2)

In the calculation of the clutch target torque Tc, various correction terms can be added in addition to the calculation represented by the above formula (2). Further, the clutch target torque calculating means 130 may obtain the clutch target torque Tc from the target rotation synchronization time T and the target input shaft rotation speed TNi using a table or a map.

  Based on the clutch target torque Tc calculated by the clutch target torque calculation means 130, the clutch target position calculation means 150 calculates the clutch target torque using the target torque-position conversion table stored in the powertrain control unit 100. The clutch target position Tp is converted.

  Here, the clutch characteristics used for setting the target torque-position conversion table used in the clutch target position calculation means 150 of the vehicle control apparatus according to the present embodiment will be described with reference to FIGS.

  FIG. 3 is a schematic diagram of the clutch 8 when a dry single-plate clutch is applied. FIG. 4 is a clutch characteristic diagram when a dry single-plate clutch is applied. The dry single-plate clutch is generally used in a conventional manual transmission, and is also applied to an automobile equipped with the automatic MT (automated manual transmission) shown in FIG.

  When a load F is applied by the actuator 111 in the direction of the dotted arrow in FIG. 3, the release bearing 304 is pushed in via the release fork 305. As a result, the pressing force from the pressure plate 302 to the clutch disc 301 slidably coupled to the input shaft 41 by the spline is removed, and the flywheel 300 and the input shaft 41 directly connected to the crankshaft of the engine 7 are removed. Is released, and the clutch 8 is released.

  When the load in the direction of the arrow applied to the release fork 305 is gradually removed, the pressing force from the pressure plate 302 to the clutch disc 301 gradually increases due to the reaction force of the diaphragm spring 303, and the flywheel 300 and the input shaft 41 is started, and the clutch 8 is half-engaged. When the load in the direction of the dotted arrow in the figure becomes zero, the pressing force from the pressure plate 302 to the clutch disc 301 becomes equal to the reaction force of the diaphragm spring 303, and the clutch 8 is in a fully engaged state.

  In the fully engaged state, the reaction force of the diaphragm spring 303 and the reaction force of the clutch disc 301 are balanced at the fully engaged position. When releasing the clutch 8, the pressure plate 302 is moved by controlling the release fork 305 from the fully engaged position until the stroke necessary for releasing is secured. At this time, the load necessary for the release bearing 304 is the difference between the pressing load of the pressure plate 302 and the reaction force of the clutch disc 301.

  Note that the clutch position defined in the present embodiment is the stroke of the clutch disc 301. As a method of detecting the clutch position, a method of directly detecting the clutch position by attaching a position sensor in the vicinity of the clutch disk 301 is conceivable, but a method of converting the rotation angle of the release fork 305 equivalent to the clutch position into a position due to space restrictions. Is common. Further, depending on the configuration of the actuator 111, a method of detecting the movable part position of the actuator and the rotation angle of the motor and converting it to the clutch position is also conceivable.

  Next, clutch characteristics when a dry single-plate clutch is applied will be described with reference to FIG. FIG. 4A shows the characteristics of the clutch position and the clutch pressing load. The clutch pressing load in FIG. 4A is a load by which the clutch disk 301 presses the flywheel 300, and the clutch pressing load is determined by the surface compression characteristic (cushioning characteristic) of the clutch disk 301.

  The surface compression characteristic is determined by the deflection characteristic of a cushion spring (not shown) interposed between the plates of the clutch disk 301, and the deflection characteristic of the cushion spring is determined by the clutch position. Therefore, as shown in FIG. It is a function of the clutch position.

  Further, as described with reference to FIG. 3, the reaction force of the diaphragm spring 303 and the reaction force of the clutch disk 301 are balanced at the fully engaged position, so that the clutch pressing load at the fully engaged position is the load of the diaphragm spring 303. Matches. Thus, the clutch pressing load, that is, the load with which the clutch disc 301 presses the flywheel 300 is expressed as a function of the clutch position, and has the characteristics shown in FIG.

FIG. 4B shows the characteristics of the clutch position and the clutch transmission torque. The clutch transmission torque Tc is expressed by the following equation (3), where the clutch pressing load is Fc.

Tc = μ × k × Fc (3)

Here, μ is a dynamic friction coefficient between the flywheel 300 and the clutch disk 301, and k is a constant determined by the friction surface inner diameter, the friction surface outer diameter, the number of friction plates, and the like.

  As can be seen from the equation (3), the clutch transmission torque Tc is a function of the clutch pressing load Fc. Therefore, as shown in FIG. 4B, the clutch transmission torque is also a function of the clutch position.

  The clutch target position calculation means 140 converts the clutch target torque Tc1 into the clutch target position Tp1 using the target torque-position conversion table set based on the clutch characteristics described in FIGS. 4 (A) and 4 (B). . In consideration of the change in the dynamic friction coefficient of the clutch 8, the dynamic friction coefficient μ is calculated from the difference between the rotation speed of the flywheel 300 (engine rotation speed) and the rotation speed of the input shaft 41, and the calculated dynamic friction coefficient μ and a constant k are calculated. The target clutch pressing load Fc may be obtained from the following equation (3), and the clutch target position may be calculated using a target pressing load-position conversion table (not shown).

Next, the contents of the shift control including the double clutch control by the vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 5 is a time chart showing the contents of shift control including double clutch control by the automobile control apparatus according to the embodiment of the present invention. In FIG. 5, FIG. 5 (A) shows the gear position, FIG. 5 (B) shows the shift position, and FIG. 5 (C) shows the clutch torque. FIG. 5D shows the clutch position, and FIG. 5E shows the engine speed and the input shaft speed.

  At time t1, the command gear stage changes based on the driver's intention and the shift line, and a downshift command is generated as shown in FIG. When the shift command is generated, the clutch target torque is reduced as shown in FIG. 5C in order to release the clutch.

  At time t2, when it is determined that the clutch position has moved to the disengaged position and the clutch has been disengaged as shown in FIG. 5D, the shift position is changed as shown in FIG. In addition to starting the release of the gear that has been engaged, the degree of opening of the electronically controlled throttle is controlled in order to increase the engine speed as shown in FIG.

  When it is determined that the gear release is completed at time t3, the clutch target torque calculation means 130 uses the input shaft rotational speed, the target input shaft rotational speed, the target rotational synchronization time, and the input shaft system inertia, The clutch target torque is calculated from the equation (2). Based on the calculated clutch target torque, the clutch target position calculation means 150 converts the clutch target torque into the clutch target position using the target torque-position conversion table, and the clutch position as shown in FIG. And the clutch pressing force (clutch torque shown in FIG. 5C) is controlled by the actuator.

  When the target rotation synchronization time T elapses at time t4 and the input shaft rotation speed substantially coincides with the target input shaft rotation speed as shown in FIG. 5E, a shift is performed as shown in FIG. 5B. The position is moved, and the engagement of the target transmission gear is started.

  When it is determined at time t5 that the engagement of the target transmission gear has been completed as shown in FIG. 5B, the actual gear stage becomes the command gear stage as shown in FIG. As shown in C), the clutch target torque is increased to engage the clutch.

  If it is determined at time t6 that the clutch position has moved to the engaged position and the clutch has been engaged, the shift control is completed.

  As described above, in the present embodiment, when performing a double clutch, the clutch position is controlled based on the minimum clutch torque, so that the amount of movement of the clutch can be reduced and a desired gear rotation speed can be obtained. Since the time can be shortened, the shifting operation with the double clutch can be made smoother.

Next, the configuration and operation of an automobile control apparatus according to another embodiment of the present invention will be described with reference to FIGS.
First, the configuration of the automobile system equipped with the automobile control device according to the present embodiment will be described with reference to FIG.
FIG. 6 is a system block diagram showing a configuration of an automobile system equipped with an automobile control device according to another embodiment of the present invention. In FIG. 6, the same reference numerals as those in FIG. 1 denote the same parts.

  The automatic transmission 50A includes a first clutch 1208, a second clutch 1209, a first input shaft 1241, a second input shaft 1242, an output shaft 1243, a first drive gear 1201, a second drive gear 1202, and a third drive gear 1203. 4th drive gear 1204, 5th drive gear 1205, 1st driven gear 1211, 2nd driven gear 1212, 3rd driven gear 1213, 4th driven gear 1214, 5th driven gear 1215, 1st meshing transmission mechanism 1221 A second mesh transmission mechanism 1222, a third mesh transmission mechanism 1223, a rotation sensor 31, a rotation sensor 32, and a rotation sensor 33 are provided.

  1 differs from the configuration shown in FIG. 1 in that the torque of the engine 7 is transmitted to the transmission input shaft 41 by the engagement of the input shaft clutch 8 in the configuration shown in FIG. On the other hand, in this structure, it is the point comprised by the twin clutch which consists of the 1st clutch 1208 and the 2nd clutch 1209. FIG.

  That is, the torque of the engine 7 is transmitted to the first input shaft 1241 by the engagement of the first clutch 1208, and the torque of the engine 7 is transmitted to the second input shaft 1242 by the engagement of the second clutch 1209. The second input shaft 1242 is hollow, and the first input shaft 1241 passes through the hollow portion of the second input shaft 1242 and can move relative to the second input shaft 1242 in the rotational direction. ing.

  A first drive gear 1201, a third drive gear 1203, and a fifth drive gear 1205 are fixed to the second input shaft 1242, and are rotatable with respect to the first input shaft 1241. Further, a second drive gear 1202 and a fourth drive gear 1204 are fixed to the first input shaft 1241, and are rotatable with respect to the second input shaft 1242.

  Engagement / release of the first clutch 1208 is performed by hydraulic pressure controlled by the clutch actuator 111A, and engagement / release of the second clutch 1209 is performed by hydraulic pressure controlled by the clutch actuator 111B.

  In addition, the input shaft rotational speed sensor 31 is provided as means for detecting the rotational speed of the first input shaft 1241, and the input shaft rotational speed sensor 33 is provided as means for detecting the rotational speed of the second input shaft 1242. It has been.

  On the other hand, the output shaft 1243 is provided with a first driven gear 1211, a second driven gear 1212, a third driven gear 1213, a fourth driven gear 1214, and a fifth driven gear 1215. The first driven gear 1211, the second driven gear 1212, the third driven gear 1213, the fourth driven gear 1214, and the fifth driven gear 1215 are provided to be rotatable with respect to the output shaft 1243. An output shaft rotation speed sensor 32 is provided as means for detecting the rotation speed of the output shaft 1243.

  Further, between the first driven gear 1211 and the third driven gear 1213, the first meshing state in which the first driven gear 1211 is engaged with the output shaft 1243 or the third driven gear 1613 is engaged with the output shaft 1243. A transmission mechanism 1221 is provided.

  Further, between the second driven gear 1212 and the fourth driven gear 1214, the third meshing gear is engaged with the second drive gear 1212 with the output shaft 1243 or with the fourth driven gear 1214 with the output shaft 1243. A transmission mechanism 1223 is provided.

  The fifth driven gear 1215 is provided with a second meshing transmission mechanism 1222 that engages the fifth driven gear 1215 with the output shaft 1243.

  Here, it is desirable that the meshing transmission mechanisms 1221, 1222, and 1223 include a frictional transmission mechanism and use a synchronous meshing system that performs meshing by synchronizing the rotational speed by pressing the friction surface.

  The position of the first meshing transmission mechanism 1221 is moved by the shift actuator 73 and engaged with the first driven gear 1211 or the third driven gear 1213, so that the rotational torque of the second input shaft 1242 is changed to the first meshing. Can be transmitted to the output shaft 1243 via the transmission mechanism 1221.

  Further, the shift actuator 75 moves the position of the third meshing transmission mechanism 1223 and engages it with the second driven gear 1212 or the fourth driven gear 1214, thereby reducing the rotational torque of the first input shaft 1241. It can be transmitted to the output shaft 1243 via the three-mesh transmission mechanism 1223.

  Further, the position of the second mesh transmission mechanism 1222 is moved by the shift actuator 74 and engaged with the fifth driven gear 1215, so that the rotational torque of the second input shaft 1242 is converted to the second mesh transmission mechanism 1222. To the output shaft 1243.

  The power train control unit 100A, which is a control device, controls the pressure plate 1208c (shown in FIG. 8) provided in the first clutch 1208 by controlling the clutch actuator 111A via the actuator control unit 104A. The transmission torque of the first clutch 1208 is controlled. That is, the actuator control unit 10 </ b> A and the clutch actuator 111 </ b> A are configured as an operating mechanism that operates the first clutch 1208.

  Further, the power train control unit 100A controls the pressure plate 1209c (shown in FIG. 8) provided in the second clutch 1209 by controlling the clutch actuator 111B via the actuator control unit 104A. The transmission torque of the two clutch 1209 is controlled. That is, the actuator control unit 10 </ b> A and the clutch actuator 111 </ b> B are configured as an operating mechanism that operates the second clutch 1209.

  Further, the powertrain control unit 100A can control the load or stroke position (first shift position) of the first meshing transmission mechanism 1221 by controlling the shift actuator 112 via the actuator control unit 104A. ing.

  Further, the power train control unit 100A can control the load or stroke position (second shift position) of the second meshing transmission mechanism 1222 by controlling the shift actuator 113 via the actuator control unit 104A. ing.

  Further, the power train control unit 100A can control the load or stroke position (third shift position) of the third meshing transmission mechanism 1223 by controlling the shift actuator 114 via the actuator control unit 104A. ing.

  The power train control unit 100 </ b> A, the engine control unit 101, and the actuator control unit 104 </ b> A transmit and receive information to and from each other through the communication unit 103.

Next, the configuration of the vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 7 is a block diagram showing a configuration of a vehicle control apparatus according to another embodiment of the present invention.

  A powertrain control unit 100A, which is a vehicle control apparatus according to the present embodiment, includes a target rotation synchronization time setting unit 120, a clutch target torque calculation unit 130, a target input shaft rotation number calculation unit 140, and a clutch target pressure calculation unit 160. And. The configuration of this embodiment is different from the control block diagram shown in FIG. 2 in that the pressing force on the friction surface is changed by controlling the pressure represented by a system composed of a wet multi-plate clutch. In order to be applicable to various friction transmission mechanisms for transmission, the clutch target pressure calculation means 160 converts the clutch target torque into the clutch target pressure based on the clutch target torque calculated by the clutch target torque calculation means 130. This is the configuration.

  The target rotation synchronization time setting means 120 sets a control time (target rotation synchronization time T) for controlling the clutch so that the target gear rotation speed and the sleeve rotation speed substantially coincide with each other. When the target rotation synchronization time T is set large, the time required for the entire shift increases, and when the target rotation synchronization time is set small, the time required for the entire shift decreases. The target rotation synchronization time can be set so that the time required for the entire shift is minimized based on the response of the clutch actuator and engine control, or is set based on the characteristics of the vehicle, the shift feeling, etc. You can also.

The target input shaft rotational speed calculation means 140 receives the output shaft rotational speed No, and calculates the target input shaft rotational speed TNi using the gear ratio of the target transmission gear stage. Generally, a system composed of twin clutches includes a plurality of input shafts connected to each clutch, such as a first clutch, a second clutch, a first input shaft, and a second input shaft. In the calculation of the target input shaft rotation speed in a system composed of twin clutches, the input shaft to which the target transmission gear stage is connected and the clutch connected to the input shaft are selected as control targets, and the selected input is selected. By using the parameters relating to the shaft and the clutch, the target input shaft rotational speed can be calculated by the same calculation as that of the system configured with one input shaft. The target input shaft speed TNi is expressed by the following equation (1), where Gr is the gear ratio of the target transmission gear stage and No is the output shaft speed.

TNi = Gr × No (1)

In the calculation of the target input shaft rotation speed, various correction terms can be added in addition to the calculation represented by Expression (1).

The clutch target torque calculation means 130 includes an input shaft rotation speed Ni, a target rotation synchronization time T set by the target rotation synchronization time setting means 120, and a target input shaft rotation speed calculated by the target input shaft rotation speed calculation means 140. Using TNi and the input shaft system inertia Ii, the clutch target torque Tc is calculated by the following equation (2).

Tc = Ii × (TNi−Ni) ÷ T (2)

In the calculation of the clutch target torque, various correction terms can be added in addition to the calculation represented by Expression (2).

  The clutch target pressure calculation means 160 uses the target torque-pressure conversion table stored in the powertrain control unit 100A based on the clutch target torque Tc calculated by the clutch target torque calculation means 130, and uses the clutch target torque Tc. Is converted to the clutch target pressure Tpr. Alternatively, instead of using a target torque-pressure conversion table, the physical target parameters such as the friction coefficient of the clutch, the effective friction surface radius, the number of friction surfaces, the piston pressure receiving area, etc. are used to calculate the clutch target pressure from the clutch target torque. You may make it the structure which obtains.

  Here, the clutch characteristics used for setting the target torque-pressure conversion table used in the clutch target pressure calculating means 160 of the vehicle control apparatus according to the present embodiment will be described with reference to FIGS.

  FIG. 8 is a schematic diagram of the twin clutches 1208 and 1209. FIG. 8 is an enlarged sectional view of the first clutch 1208, the second clutch 1209, the first input shaft 1241, and the second input shaft 1242 extracted from FIG. In addition, the same code | symbol as FIG. 6 has shown the same part. FIG. 9 is a clutch characteristic diagram of the twin clutch.

  The clutch drum 1208a and the engine 7 shown in FIG. 8 are connected, and the clutch drum 1208a, the first input shaft 1241, and the second input shaft 1242 are rotatable with respect to each other. The first input shaft 1241 and the second input shaft 1242 are rotatable with respect to each other.

Also, the first input shaft 1241, the clutch hub 1208b, the pressure plate 1208c, the return spring 1208e, and the clutch plate 1208f rotate integrally, and the second input shaft 1242, the clutch hub 1209b, and the pressure The plate 1209c, the return spring 1209e, and the clutch plate 1209f rotate together.
Further, the clutch drum 1208a, the clutch disk 1208g, and the clutch disk 1209g rotate integrally.

  In the first clutch 1208 shown in FIG. 8, the hydraulic pressure adjusted by the clutch actuator 111A in FIG. 6 is supplied to the oil chamber 1208d via a hydraulic pipe (not shown), and the hydraulic pressure in the oil chamber 1208d increases. The pressure plate 1208c is pressed, the return spring 1208e is compressed, a pressing force is applied between the clutch plate 1208f and the clutch disk 1208g, and the rotational torque of the engine 7 is the clutch drum 1208a-clutch disk 1208g-clutch plate 1208f-clutch hub 1208b. Is transmitted to the first input shaft 1241.

  Similarly, in the second clutch 1209 shown in FIG. 8, the oil pressure adjusted by the clutch actuator 111B in FIG. 6 is supplied to the oil chamber 1209d via a hydraulic pipe (not shown), and the oil pressure in the oil chamber 1209d increases. As a result, the pressure plate 1209c is pressed, the return spring 1209e is compressed, a pressing force is applied between the clutch plate 1209f and the clutch disk 1209g, and the rotational torque of the engine 7 becomes clutch drum 1209a-clutch disk 1209g-clutch plate 1209f It is transmitted to the second input shaft 1242 via the clutch hub 1209b.

  In this embodiment, the first clutch 1208 and the second clutch 1209, which are friction transmission mechanisms, are constituted by wet multi-plate clutches, but may be constituted by dry single-plate clutches, and by pressing the friction surface. The present invention can be applied to various friction transmission mechanisms that transmit power.

  FIG. 9 shows the characteristics of the clutch surface pressing pressure and the clutch transmission torque when the wet multi-plate clutch is applied.

The clutch transmission torque Tc is expressed by the following equation (3), where the clutch pressing load is Fc.

Tc = μ × k × Fc (3)

Here, μ is a dynamic friction coefficient between the clutch plate and the clutch disk, and k is a constant determined by the friction surface inner diameter, the friction surface outer diameter, the number of friction plates, and the like.

  As can be seen from the equation (3), the clutch transmission torque Tc is a function of the clutch pressing load Fc. Therefore, as shown in FIG. 9, the clutch transmission torque is also a function of the clutch pressing pressure.

  The clutch target pressure calculation means 160 converts the clutch target torque Tc into the clutch target pressure Tpr using the target torque-pressure conversion table set based on the clutch characteristics described in FIG. Rather than using the target torque-pressure conversion table, use the physical design parameters such as the friction coefficient of the clutch, the effective friction surface radius, the number of friction surfaces, and the piston pressure receiving area to calculate the clutch target pressure from the clutch target torque. You may make it the structure which obtains.

Next, the contents of the shift control including the double clutch control by the vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 10 is a time chart showing the contents of the shift control including the double clutch control by the vehicle control apparatus according to another embodiment of the present invention. In FIG. 10, FIG. 10 (A) shows the gear position, FIG. 10 (B) shows the shift position, and FIG. 10 (C) shows the clutch torque. FIG. 10D shows the clutch pressure, and FIG. 10E shows the engine speed and the input shaft speed.

  At time t1, the command gear stage changes based on the driver's intention and the shift line, and a downshift command is generated as shown in FIG. When the shift command is generated, the clutch target torque is reduced as shown in FIG. 10C in order to release the clutch.

  At time t2, if it is determined that the clutch pressure has moved to the release pressure and the clutch has been released as shown in FIG. 10D, the shift position is changed as shown in FIG. The opening of the electronically controlled throttle is controlled to increase the engine speed as shown in FIG. 10 (E).

  When it is determined that the gear release is completed at time t3, the clutch target torque calculation means 130 uses the input shaft rotational speed, the target input shaft rotational speed, the target rotational synchronization time, and the input shaft system inertia, The clutch target torque is calculated from the equation (2). Based on the calculated clutch target torque, the clutch target pressure calculation means 160 converts the clutch target torque into the clutch target pressure using the target torque-pressure conversion table, and the clutch pressure as shown in FIG. And the clutch pressing force (clutch torque shown in FIG. 10C) is controlled by the actuator.

  When the target rotation synchronization time T has elapsed at time t4 and the input shaft rotational speed substantially coincides with the target input shaft rotational speed as shown in FIG. 10 (E), the shift is performed as shown in FIG. 10 (B). The position is moved, and the engagement of the target transmission gear is started.

  When it is determined at time t5 that the engagement of the target transmission gear has been completed as shown in FIG. 10B, the actual gear stage becomes the command gear stage as shown in FIG. As shown in C), the clutch target torque is increased to engage the clutch.

  If it is determined at time t6 that the clutch position has moved to the engaged position and the clutch has been engaged, the shift control is completed.

As described above, in the present embodiment, when the double clutch is performed, the clutch pressure is controlled based on the minimum clutch torque, so that the amount of movement of the clutch can be reduced and the desired gear rotation speed can be obtained. Since the time can be shortened, the shifting operation with the double clutch can be made smoother.

1 is a system block diagram showing a configuration of an automobile system equipped with an automobile control device according to an embodiment of the present invention. It is a block diagram which shows the structure of the control apparatus of the motor vehicle by one Embodiment of this invention. It is the schematic of a clutch at the time of applying a dry type single plate clutch. It is a clutch characteristic figure at the time of applying a dry type single plate clutch. It is a time chart which shows the content of the shift control including the double clutch control by the control apparatus of the motor vehicle by one Embodiment of this invention. It is a system block diagram which shows the structure of the motor vehicle system carrying the motor vehicle control apparatus by other embodiment of this invention. It is a block diagram which shows the structure of the control apparatus of the motor vehicle by other one Embodiment of this invention. It is the schematic of a twin clutch. It is a clutch characteristic figure in a twin clutch. It is a time chart which shows the content of the shift control including the double clutch control by the control apparatus of the motor vehicle by other embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 7 ... Engine 8 ... Clutch 50 ... Transmission 50A ... Twin clutch type automatic transmission 100, 100A ... Powertrain control unit 101 ... Engine control unit 104 ... Actuator control unit 120 ... Target rotation synchronous time setting means 130 ... Clutch target torque calculation Means 140... Target input shaft speed calculation means 150... Clutch target position calculation means 160... Clutch target pressure calculation means 1208.

Claims (5)

A control device for an automobile equipped with a transmission that transmits torque from an engine via a clutch,
When the gear of the transmission is in a neutral state, the engine is controlled, and the clutch is engaged, and the double clutch control is performed so that the target gear rotation speed and the sleeve rotation speed have a predetermined relationship. In the car control device to perform,
An automobile control device comprising control means for controlling a target position Tp or a target pressure Tpp of the clutch during double clutch control so that a target rotation synchronization control time T is reached. A control device for an automobile equipped with a transmission that transmits torque from an engine via a clutch,
When the gear of the transmission is in a neutral state, the engine is controlled, and the clutch is engaged, and the double clutch control is performed so that the target gear rotation speed and the sleeve rotation speed have a predetermined relationship. In the car control device to perform,
Clutch target calculation means for calculating the target position Tp or target pressure Tpp of the clutch during double clutch control based on the characteristics of the clutch so that the target rotation synchronization control time T is obtained. Car control device. A control device for an automobile equipped with a transmission that transmits torque from an engine via a clutch,
When the gear of the transmission is in a neutral state, the engine is controlled, and the clutch is engaged, and the double clutch control is performed so that the target gear rotation speed and the sleeve rotation speed have a predetermined relationship. In the car control device to perform,
Target rotation synchronization time setting means for setting a target rotation synchronization control time T;
Target input shaft rotational speed calculating means for calculating the target input shaft rotational speed TNi so that the target gear rotational speed and the sleeve rotational speed have a predetermined relationship;
The target torque Tc for engaging the clutch from the target rotation synchronization time T set by the target rotation synchronization time setting means and the target input shaft rotation speed TNi calculated by the target input shaft rotation speed calculation means. Clutch target torque calculating means for calculating
Clutch target torque Tc calculated by the clutch target torque calculating means, and clutch target calculating means for calculating the target position Tp or target pressure Tpp of the clutch during double clutch control based on clutch characteristics. An automobile control device. The vehicle control device according to claim 3,
The clutch target torque calculation means includes a target rotation synchronization time T set by the target rotation synchronization time setting means, a target input shaft rotation speed TNi calculated by the target input shaft rotation speed calculation means, and an actual input shaft rotation speed. A control apparatus for an automobile, wherein a target torque Tc for engaging the clutch is calculated from a differential rotational speed with respect to Ni and an input shaft system inertia Ii. A method for controlling an automobile equipped with a transmission in which torque is transmitted from an engine via a clutch,
When the gear of the transmission is in a neutral state, the engine is controlled, and the clutch is engaged, and the double clutch control is performed so that the target gear rotation speed and the sleeve rotation speed have a predetermined relationship. In the vehicle control method to be performed,
A control apparatus for an automobile, wherein the target position Tp or target pressure Tpp of the clutch at the time of double clutch control is controlled so that a target rotation synchronization control time T is reached.

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