JP2020070906A - Control device and control method - Google Patents

Abstract

To effectively improve the control accuracy of differential rotation control at clutch replacement.SOLUTION: A control device comprises: an engine rotation number sensor 90 for acquiring an engine rotational speed: input shaft rotation number sensors 93, 94 for acquiring output rotational speeds of clutches 21, 22; and a differential rotation control part 120 for controlling the drive of an engine 10 so that the engine rotational speed coincides with the clutch output rotational speeds within a period in which the clutches 21, 22 are switched to connection states from disconnection states at a gear change of an automatic transmission 30. The differential rotation control part 120 has a control part 130 for generating the target torque of the engine on the basis of a differential rotational speed between the engine rotational speed and the clutch output rotational speeds, and a disturbance observer 130 for correcting a torque command value to the engine 10 by calculating a disturbance torque estimation value, and adding the calculated disturbance torque estimation value to the target torque.SELECTED DRAWING: Figure 2

Description

  The present disclosure relates to a control device and a control method, and more particularly to a control device and a control method for a power transmission device in which power of an engine is transmitted to an automatic transmission via a clutch device.

  For example, Patent Document 1 discloses a dual clutch type automatic transmission having two clutches. Generally, in this type of automatic transmission, a clutch that switches one clutch from contact to disengagement while switching the other clutch from disengagement to contact during gear shift control for automatically shifting up or down the transmission. It is supposed to be replaced.

JP, 2017-155827, A

  By the way, when the clutch is replaced, it is possible to perform differential rotation control for appropriately controlling the engine torque based on these differential rotation speeds so that the engine rotational speed matches the output rotation speed of the clutch that switches from disconnected to closed. desirable. In order to improve the control accuracy of such differential rotation control, it is necessary to reflect the influence of the disturbance torque on the control input to the engine.

  However, in order to obtain the disturbance torque, it is necessary to include the running resistance torque of the vehicle, the inertia parameter that changes depending on the gear stage, the clutch torque, etc. in the arithmetic expression. Therefore, the disturbance torque cannot be easily obtained, and the control accuracy of the differential rotation control may decrease. In particular, in order to obtain the clutch torque, it is necessary to know the clutch characteristics, but the clutch friction coefficient fluctuates due to temperature changes, deterioration over time, and the like.

  The technique of the present disclosure aims to effectively improve the control accuracy of the differential rotation control when the clutch is replaced.

  A device of the present disclosure is a control device of a power transmission device in which power of an engine is transmitted to an automatic transmission through a clutch, and an engine rotation speed acquisition unit that acquires a rotation speed of the engine, and an output of the clutch. A clutch output rotation speed acquisition unit that acquires a rotation speed, and the engine so that the rotation speed matches the output rotation speed during a period until the clutch is switched from a disengaged state to a contact state during shifting of the automatic transmission. A differential rotation control unit for controlling the drive of the differential rotation control unit, the differential rotation control unit generating a target torque of the engine based on a differential rotation speed between the rotation speed and the output rotation speed; A torque command value to the engine is corrected by calculating a torque estimated value and adding the calculated disturbance torque estimated value to the target torque. And having a observer.

  Further, it is preferable that the disturbance observer calculates the disturbance torque estimated value based on the differential rotation speed and the output torque of the engine.

  The method of the present disclosure is a method for controlling a power transmission device in which power of an engine is transmitted to an automatic transmission through a clutch, and is used until the clutch is switched from a disengaged state to a contact state during gear shifting of the automatic transmission. During the period, when performing the differential rotation control for controlling the drive of the engine so that the rotational speed of the engine matches the output rotational speed of the clutch, based on the differential rotational speed between the rotational speed and the output rotational speed. The torque command value for the engine is corrected by generating the target torque of the engine by control and adding the disturbance torque estimated value calculated by the disturbance observer to the target torque.

  According to the technique of the present disclosure, it is possible to effectively improve the control accuracy of the differential rotation control when the clutch is replaced.

It is a typical block diagram which shows the power transmission device mounted in the vehicle which concerns on this embodiment. It is a schematic functional block diagram of the differential rotation control part which concerns on this embodiment. It is a figure which shows typically the change of various state quantities at the time of a clutch re-switching which a 1st clutch is switched to a contact disengagement and a 2nd clutch is switched to a contact disengagement.

  Hereinafter, a control device and a control method according to the present embodiment will be described with reference to the accompanying drawings. The same parts are designated by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  FIG. 1 is a schematic configuration diagram showing a power transmission device mounted on a vehicle 1 according to the present embodiment.

  An engine 10, which is an example of a driving force source, is mounted on the vehicle 1. The crankshaft 11 of the engine 10 is connected to the first and second transmission input shafts 31, 32 of the transmission mechanism 30 (automatic transmission) via the dual clutch device 20. The transmission output shaft 33 of the speed change mechanism 30 is connected to a propeller shaft that is connected to left and right drive wheels (not shown) via a differential gear device or the like.

  The dual clutch device 20 has a first clutch 21 and a second clutch 22.

  The first clutch 21 is, for example, a wet multi-plate clutch, and includes a clutch hub 23 that integrally rotates with the crankshaft 11, a first clutch drum 24 that integrally rotates with the first transmission input shaft 31, and a plurality of first clutches. The 1st clutch plate 25, the 1st piston 26 which press-contacts the 1st clutch plate 25, and the 1st hydraulic chamber 26A are provided.

  In the first clutch 21, in response to a command from the control unit 100, the first piston 26 is output (see FIG. 1) by the pressure (operating oil pressure) of the operating oil supplied to the first hydraulic chamber 26A from an operating oil circuit (not shown). When the stroke is moved to the right), the first clutch plate 25 is brought into pressure contact with each other to be in a contact state (fastened state) in which torque is transmitted. On the other hand, when the operating hydraulic pressure in the first hydraulic chamber 26A is released in response to a command from the control unit 100, the first piston 26 is stroke-moved to the input side (leftward in FIG. 1) by the urging force of a return spring (not shown). By doing so, the first clutch 21 is in a disengaged state that interrupts torque transmission (power transmission).

  The second clutch 22 is, for example, a wet multi-plate clutch, and includes a clutch hub 23, a second clutch drum 27 that rotates integrally with the second transmission input shaft 32, a plurality of second clutch plates 28, and a second clutch plate 28. A second piston 29 that press-contacts the two-clutch plate 28 and a second hydraulic chamber 29A are provided.

  In the second clutch 22, the second piston 29 is stroked to the output side (to the right in FIG. 1) by the hydraulic pressure supplied to the second hydraulic chamber 29A from the hydraulic oil circuit (not shown) in response to a command from the control unit 100. When moved, the second clutch plate 28 is brought into pressure contact with it and brought into a contact state (fastened state) for transmitting torque. On the other hand, when the operating hydraulic pressure of the second hydraulic chamber 29A is released in response to the command from the control unit 100, the second piston 29 is stroke-moved to the input side (leftward in FIG. 1) by the urging force of the return spring (not shown). By doing so, the second clutch 22 is in a disengaged state in which torque transmission is interrupted.

  The speed change mechanism 30 includes an auxiliary speed change unit 40 arranged on the input side and a main speed change unit 50 arranged on the output side. The transmission mechanism 30 includes a first transmission input shaft 31 and a second transmission input shaft 32 provided in the sub transmission unit 40, a transmission output shaft 33 provided in the main transmission unit 50, and each of these shafts. 31 to 33 and a counter shaft 34 arranged in parallel. The first transmission input shaft 31 is relatively rotatably inserted into a hollow shaft that penetrates the second transmission input shaft 32 in the axial direction.

  The sub-transmission unit 40 is provided with a first splitter gear pair 41 and a second splitter gear pair 42. The first splitter gear pair 41 includes a first input main gear 43 that is integrally rotatably provided on the first transmission input shaft 31, and a first input main gear 43 that is integrally rotatably provided on the sub shaft 34. It is provided with a first input auxiliary gear 44 that constantly bites. The second splitter gear pair 42 includes a second input main gear 45 that is integrally rotatable with the second transmission input shaft 32, and a second input main gear 45 that is integrally rotatable with the sub shaft 34. The second input auxiliary gear 46 that constantly bites is provided.

  The main transmission unit 50 is provided with a plurality of output gear pairs 51 and a plurality of synchromesh mechanisms 55. Each output gear pair 51 includes an output sub gear 52 that is integrally rotatable with the sub shaft 34, and an output main gear 53 that is relatively rotatably provided with the output shaft 33 and that constantly meshes with the output sub gear 52. Is equipped with. Each synchromesh mechanism 55 includes a sleeve, a synchronizer ring, a dog gear, and the like, which are not shown.

  The operation of the synchromesh mechanism 55 is controlled by the control unit 100, and the shift shifter 85 shifts the sleeve of the synchromesh mechanism 55 according to the running state of the vehicle 1, the operating state of the engine 10, and the like. The transmission output shaft 33 and the output main gear 53 are selectively switched to an engaged state (gear-in state) or a non-engaged state (neutral state). Note that the number of output gear pairs 51 and the synchromesh mechanism 55, the arrangement pattern, and the like are not limited to the illustrated examples, and can be appropriately changed without departing from the scope of the present disclosure.

  In the present embodiment, in the auxiliary transmission unit 40, the gear ratio of the first splitter gear pair 41 is set smaller than that of the second splitter gear pair 42. That is, when the second clutch 22 is engaged and the driving force is transmitted from the second splitter gear pair 42 to the main transmission unit 50, the low speed side (odd number stage) can be set and the first clutch 21 is engaged. When the driving force is transmitted from the first splitter gear pair 41 to the main transmission unit 50, the high speed side (even number stage) can be set.

The engine rotation speed sensor 90 (an example of an engine rotation speed acquisition unit) acquires the rotation speed (hereinafter, engine rotation speed ω _e ) of the engine 10 from the crankshaft 11 per unit time. The accelerator opening sensor 91 acquires a fuel injection amount Q (injection instruction value) of the engine 10 according to a depression amount of an accelerator pedal (not shown). The vehicle speed sensor 92 acquires the vehicle speed V of the vehicle 1 from the transmission output shaft 33 (or the propeller shaft). The first input shaft rotation speed sensor 93 (an example of a clutch output rotation speed acquisition unit) is a rotation speed per unit time of the first transmission input shaft 31 connected to the first clutch 21 (hereinafter, referred to as first clutch output rotation speed). Obtain the velocity ω ₁ ). The second input shaft rotation speed sensor 94 (an example of a clutch output rotation speed acquisition unit) is a rotation speed per unit time of the second transmission input shaft 32 connected to the second clutch 22 (hereinafter, referred to as second clutch output rotation speed). Obtain the velocity ω ₂ ). The sensor values of these various sensors 90 to 94 are output to the control unit 100 electrically connected.

  The control unit 100 performs various controls of the engine 10, the dual clutch device 20, the speed change mechanism 30, and the like, and includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input port, and an output. It is configured with ports and the like.

  Further, the control unit 100 has an automatic shift control unit 110 and a differential rotation control unit 120 as a part of functional elements. In the present embodiment, these functional elements are described as being included in the control unit 100, which is an integral piece of hardware, but any one of them may be provided in a separate piece of hardware.

  The automatic shift control unit 110 executes automatic shift control for shifting the transmission mechanism 30 up or down to an appropriate shift stage based on the operating state of the engine 10, the running state of the vehicle 1, and the like. More specifically, the memory of the control unit 100 stores a shift change map (not shown) that is referred to based on the fuel injection amount Q and the vehicle speed V. The automatic shift control unit 100 specifies an appropriate shift stage by referring to the shift change map based on the sensor values input from the accelerator opening sensor 91 and the vehicle speed sensor 92, and determines the dual clutch device 20 and the shift shifter. By operating 85, the speed change mechanism 30 is shifted to an appropriate shift speed.

  When shifting the current gear from the odd gear to the even gear, the automatic gear shift control unit 110 maintains the power transmission path currently established in the main gear shift unit 50 (the synchromesh mechanism corresponding to the current gear gear). The second clutch 22 is disengaged from the first clutch 21 and the first clutch 21 is disengaged from the first clutch 21 while maintaining 55 in the engaged state. Similarly, when shifting the current gear stage from the even-numbered stage to the odd-numbered stage, the automatic shift control unit 110 maintains the currently established power transmission path of the main transmission unit 50 while maintaining the first clutch 21. Is disengaged and the second clutch 22 is disengaged or engaged.

  On the other hand, when shifting the current gear from the even gear to the odd gear, the automatic gear shift control unit 110 puts the synchromesh mechanism 55 corresponding to the next gear gear into the coupled state and preliminarily connects the main gear shift unit 50 to the main gear shift unit 50. While performing the pre-shift for establishing the power transmission path of the next gear, the clutch re-switching for switching the first clutch 21 from the contact state and the second clutch 22 to the contact state is performed. Similarly, when shifting the current gear from the odd gear to the even gear, the automatic gear shift control unit 110 sets the synchromesh mechanism 55 corresponding to the next gear gear to the coupled state, and the main gear shift unit 50 in advance. During the pre-shift for establishing the power transmission path of the next gear stage, the clutch is switched so that the second clutch 22 is disengaged and the first clutch 21 is disengaged.

The differential rotation control unit 120 sets the engine rotation speed ω _e and the clutch output rotation speeds ω ₁ and ω _{2 of} the first or second clutches 21 and 22 that are switched from the disengaged state to the closed state when the clutch is switched by the automatic shift control. Differential rotation control is executed to reduce the engine rotational speed ω _e so that the actual differential rotational speed Δω (= ω _e −ω ₁ , ω ₂ ) becomes the target differential rotational speed Δω _ref . Hereinafter, the details of the differential rotation control will be described by way of an example when switching the clutch in which the first clutch 21 is disengaged and the second clutch 22 is switched from disengagement to contact.

  FIG. 2 is a schematic functional configuration diagram of the differential rotation control unit 120 according to the present embodiment.

  As shown in the figure, the differential rotation speed control unit 120 includes a PID (proportional integral derivative) control unit 130, a disturbance observer 140, a subtractor 150, and an adder 160.

The deviation e (= Δω _ref −Δω) obtained by subtracting the actual differential rotation speed Δω from the target differential rotation speed Δω _ref by the subtractor 150 is input to the PID control unit 130. The PID control unit 130 adds each process of proportional (P), integral (I), and derivative (D) to the input deviation e to generate the target torque u for the engine 10. Note that these PID gains may be configured so that the optimum values are determined by an automatic adjustment mechanism.

  The disturbance observer 140 obtains the disturbance torque estimated value T ^ d based on the fluctuation of the engine torque Te and the actual difference rotation speed Δω, and outputs from the PID control unit 130 so as to cancel the influence of the disturbance on the control amount. Feedback control for correcting the target torque u is executed. Hereinafter, the calculation procedure of the disturbance torque estimated value T ^ d will be described.

  The basic estimation formula of the disturbance torque estimated value T ^ d is shown by the following formula (1).

但し、Ｔｅ：エンジントルク
Ｉｅ：エンジンイナーシャ
τ：任意の設定値
ｓ：ラプラス演算子

However, Te: engine torque
Ie: Engine inertia
τ: Any set value
s: Laplace operator

On the other hand, the transfer function of the estimated disturbance torque value T ^ d from the engine rotation speed ω _e is expressed by the following equation (2).

  By substituting the equation (2) into the equation (1), the following equation (3) that does not use differentiation is obtained.

The disturbance observer 140 uses the equation (3) to calculate the actual rotational speed difference Δω (= ω _e −ω ₂ ) obtained from the sensor values of the engine speed sensor 90 and the second input shaft speed sensor 94, and the engine speed. The disturbance torque estimated value T ^ d is estimated by substituting the engine torque Te obtained from the sensor values of the sensor 90 and the accelerator opening sensor 91. The estimated disturbance torque estimated value T ^ d is added to the target torque u by the adder 160, so that the torque instruction value _{Te_cmd} (= u + T ^ d) that is the instruction value of the torque to the engine 10 is the disturbance. It is configured to be corrected in a direction to cancel the influence of.

  Thus, the disturbance torque estimated value T ^ d is calculated by the disturbance observer 140 based on the above equation (3) that does not include the running resistance torque, the inertia parameter that changes depending on the gear stage, and the above equation (3). The estimated value T ^ d can be easily estimated, and the control accuracy of the differential rotation control can be reliably improved. Further, because the control accuracy of the differential rotation control is improved, the connection shock (shift shock) when the second clutch 22 is switched to the disengaged state or the switching time (half the disengagement of the second clutch 22 to the disengaged state). It is possible to effectively suppress the increase in the clutch slip time) due to the continued clutch state.

  Next, changes in various state quantities when the clutch is replaced according to the present embodiment will be described based on FIG.

FIG. 3 is a diagram schematically showing changes in various state quantities at the time of switching clutches in which the first clutch 21 is disengaged and the second clutch 22 is switched to disengaged, and FIG. The changes in the speed ω _e , the first clutch output rotational speed ω ₁ and the second clutch output rotational speed ω ₂ are shown in (B) as engine torque Te, first clutch output torque T ₁ and second clutch output torque T ₂ changes are shown respectively. The clutch output torques T ₁ and T ₂ generate the torque required by the driver. For example, the driver request torque is determined from the depression amount of an accelerator pedal (not shown) operated by the driver and the engine rotation speed ω _e .

At time T0 before starting the clutch replacement, since the first clutch 21 is in the completely engaged state, the engine rotation speed ω _e and the first clutch output rotation speed ω ₁ are the same rotation speed. On the other hand, the second clutch output rotational speed ω ₂ is lower than the first clutch output rotational speed ω ₁ because the first clutch 21 and the second clutch 22 are connected with a predetermined gear ratio via the auxiliary shaft 34 and the like. Also has a low rotation speed.

At time T1, when the automatic shift control unit 110 starts the automatic shift control, the hydraulic pressure in the first hydraulic chamber 26A is released, so that the first clutch 21 starts the disengagement operation and the second hydraulic chamber 29A. When the hydraulic pressure is supplied to the second clutch 22, the second clutch 22 starts the contact operation. That is, after time T1, the first clutch output torque T ₁ decreases gradually and a second clutch output torque T ₂ are gradually increased.

At time T2, the second clutch output torque T ₂ is substantially coincident with the engine torque T _e, the engine rotational speed omega _e and the actual rotational speed difference Δω between the second clutch output rotational speed _{ω 2 (= ω e -ω 2} ) The differential rotation control for decreasing the engine rotational speed ω _e is started so that the target rotational speed Δω _ref becomes the target differential rotational speed Δω _ref . At this time, the torque command value T _{e — cmd} output to the engine 10 is estimated by the disturbance observer 140 to the target torque u generated by the PID control from the deviation e between the actual difference rotation speed Δω and the target difference rotation speed Δω _ref. The disturbance torque estimated value T ^ d is added to correct the influence of the disturbance. Thus, as shown in broken line in the drawing A, and shift shock generated by the engine rotational speed omega _e is rapidly reduced, as shown by the broken line B in FIG engine speed omega _e second clutch output rotational speed It is possible to effectively suppress the increase of the clutch slip time, which is caused by the time required to match ω ₂ .

At time T3, when the engine rotation speed ω _e and the second clutch output rotation speed ω ₂ match and the second clutch 22 is switched to the completely engaged state, the differential rotation control ends.

According to the present embodiment described above, when performing the differential rotation control for matching the engine rotation speed ω _e with the clutch output rotation speeds ω ₁ and ω ₂ when the clutch is replaced, the engine rotation speed ω _e and the clutch output rotation speed are The target torque u of the engine 10 is generated by PID control based on the actual rotational speed difference Δω between ω ₁ and ω _2, and the disturbance torque estimated value T ^ d estimated by the disturbance observer 140 is added to the target torque u. Thus, the torque command value T _{e — cmd} (u + T̂d) for the engine 10 is corrected so as to cancel the influence of the disturbance. Further, the disturbance observer 140 substitutes the actual differential rotation speed Δω and the engine torque Te into the above equation (3) that does not include the inertia parameter that changes depending on the running resistance torque and the gear stage, thereby estimating the disturbance torque value T ^ d. Is configured to be easily estimated.

  As a result, it is possible to reliably improve the control accuracy of the differential rotation control, the shift shock when the clutches 21 and 22 are switched to the disengaged state, and the clutch until the clutches 21 and 22 are switched to the disengaged state or the engaged state. It is possible to effectively suppress the increase in slip time.

  It should be noted that the present disclosure is not limited to the above-described embodiment, and may be appropriately modified and implemented without departing from the spirit of the present disclosure.

  For example, in the above-described embodiment, the clutch that connects and disconnects the power between the engine 10 and the speed change mechanism 30 has been described by taking the dual clutch device 20 as an example. May be. Further, in the above-described embodiment, the wet clutch is described, but a dry clutch may be used, and further, either a multi-plate clutch or a single-plate clutch may be used.

The clutch output rotational speeds ω ₁ and ω ₂ of the clutches 21 and 22 are described as being acquired by the input shaft rotational speed sensors 93 and 94, but the sensor ratio of the vehicle speed sensor 92 is set to the gear ratio of the transmission mechanism 30. You may acquire by multiplying.

DESCRIPTION OF SYMBOLS 1 vehicle 10 engine 11 crankshaft 20 dual clutch device 21 first clutch 22 second clutch 30 transmission mechanism 31 first transmission input shaft 32 second transmission input shaft 90 engine speed sensor (engine speed acquisition means)
91 accelerator opening sensor 92 vehicle speed sensor 93 first input shaft rotation speed sensor (clutch output rotation speed acquisition means)
94 Second input shaft rotation speed sensor (clutch output rotation speed acquisition means)
100 Control Unit 110 Automatic Shift Control Unit 120 Differential Rotation Control Unit 130 PID Control Unit 140 Disturbance Observer

Claims (3)

A control device for a power transmission device in which engine power is transmitted to an automatic transmission through a clutch,
Engine rotation speed acquisition means for acquiring the rotation speed of the engine,
Clutch output rotation speed acquisition means for acquiring the output rotation speed of the clutch,
A differential rotation control unit that controls driving of the engine so that the rotation speed matches the output rotation speed during a period until the clutch switches from a disengaged state to a contact state when shifting the automatic transmission. ,
The differential rotation control unit calculates a disturbance torque estimated value with a control unit that generates a target torque of the engine based on a differential rotation speed between the rotation speed and the output rotation speed, and the calculated disturbance torque estimation. A disturbance observer that corrects the torque command value to the engine by adding a value to the target torque. The control device for a power transmission device according to claim 1, wherein the disturbance observer calculates the disturbance torque estimated value based on the differential rotation speed and an output torque of the engine. A method for controlling a power transmission device, in which engine power is transmitted to an automatic transmission through a clutch,
Differential rotation control is performed to control the drive of the engine so that the rotation speed of the engine matches the output rotation speed of the clutch during the period from the disengaged state to the engaged state during shifting of the automatic transmission. When performing, by generating the target torque of the engine based on the rotational speed difference between the rotational speed and the output rotational speed by control, and adding the disturbance torque estimated value calculated by the disturbance observer to the target torque. A method for controlling a power transmission device, comprising: correcting a torque command value for the engine.

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