JP2003222233A - Control apparatus for automatic transmission and control logic preparing method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To shorten a time for preparing a control map for compensating a shift command signal. <P>SOLUTION: An ECU drive circuit compensation model 20 compensating variations in input/output characteristics of an ECU drive circuit 12, a hydraulic circuit compensation model 22 compensating variations in input/output characteristics of a hydraulic circuit 14, and a clutch system compensation model 24 compensating variations in input/output characteristics of a clutch system 16 are arranged in series. When a parameter in parameters of various factors in shift command signal-transmission torque characteristics is taken into consideration, only the parameter is input to a hierarchy in which the input/output characteristics are varied by the variations in parameter, and the control map of a compensation quantity of the parameter is stored in advance in the compensation model. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission and a control logic creating method thereof, and more particularly to a control device and a control logic creating method for compensating a shift command signal.

[0002]

2. Description of the Related Art Conventionally, automatic transmissions have been widely used as transmissions for automobiles and the like. In this automatic transmission, a drive shaft of a prime mover such as an engine is used as an input to rotate a turbine of a torque converter, and a planetary gear unit connected to the turbine shaft shifts the gear to a predetermined gear ratio and transmits the gear to an output shaft. A plurality of clutch or brake friction engagement devices are provided between the turbine shaft and the output shaft to regulate the movement of the planetary gear device. The gear ratio is switched depending on the engagement of the engagement device.

More recently, continuously variable transmissions that can continuously change the gear ratio have also been used as automatic transmissions. In this continuously variable transmission, in the belt type, the V belt is wound around the primary pulley on the prime mover side and the secondary pulley on the wheel side, and the gear ratio is continuously changed by changing the groove widths of the primary pulley and the secondary pulley. Has been changed to. In addition, a toroidal type continuously variable transmission that continuously changes the gear ratio by changing the tilt angle of the power roller sandwiched between the input disk on the prime mover side and the output disk on the wheel side has also been put into practical use. There is.

The driving force for driving the speed change mechanism of these automatic transmissions is generally generated by hydraulic pressure from a hydraulic actuator. Then, the current for driving the hydraulic actuator is supplied from the drive circuit to which the shift command signal is input. Therefore, the flow until the gear ratio is controlled by the gear shift command signal is as follows. First, the shift command signal is input to the drive circuit, and the drive circuit outputs a current having a value corresponding to the shift command signal value. Next, the current from the drive circuit is supplied to the hydraulic actuator, and the hydraulic actuator generates a hydraulic pressure having a value corresponding to the current value. Next, the hydraulic pressure from the hydraulic actuator is supplied to the speed change mechanism, and the speed change mechanism is driven by the hydraulic pressure to perform the speed change operation and the speed change ratio is controlled.

As described above, in the shift control of the automatic transmission, there are various control elements from the input of the shift command signal to the control of the gear ratio. The input / output characteristics of these control elements fluctuate due to various disturbances such as temperature characteristics. Therefore, even if the same shift command value is input, the shift operation from the actual shift mechanism in shift control is performed. The output may fluctuate and deviate from the target value. Therefore, in order to control the shift operation output according to the target value,
It is necessary to compensate the shift command signal in consideration of the fluctuation of the input / output characteristics.

When compensating the shift command signal in the conventional automatic transmission control device, the shift command signal-shift operation output characteristic is considered by considering all the control elements into one shift command signal-shift operation output characteristic. The shift command signal is compensated by compensating the variation amount when the characteristics vary due to various disturbances. This prevents the shift operation output from the actual shift mechanism from deviating from the target value during shift control.

[0007]

As described above, in the shift control of the automatic transmission, there are various control elements from the input of the shift command signal to the control of the gear ratio. Then, the factors that cause the fluctuation of the input / output characteristics also differ for each control element. Therefore, there are various factors that cause the shift command signal-shift operation output characteristic, in which all the control elements are combined, to fluctuate, and as the number of control elements increases, the factor that causes fluctuations in the input / output characteristics also becomes more diverse. Like all conventional automatic transmission control devices, all control elements are
When compensating for the characteristic variation of the gear shift command signal-gearing operation output collectively, to compensate the gear shift command signal in consideration of all the varying factors of the input / output characteristics, only the number of varying factors of the input / output characteristics should be considered. A control map with additional dimensions must be created in advance. Therefore, the number of man-hours for creating the control map exponentially increases with respect to the number of factors for varying the input / output characteristics, and there is a problem that it takes a lot of time to create the control map for compensating the shift command signal. .

The present invention has been made in view of the above problems, and provides a control device for an automatic transmission and a control logic creation method thereof, which can significantly reduce the time for creating a control map for compensating for a shift command signal. The purpose is to

[0009]

In order to achieve such an object, a control device for an automatic transmission according to a first aspect of the present invention is a circuit control for outputting a drive current according to an input shift command signal. Elements, an actuator control element that receives a drive current from the circuit control element and outputs a drive force corresponding to the drive current, and a drive force from the actuator control element are input, and a shift operation is performed by the drive force. A control device for an automatic transmission, comprising: a mechanism control element for performing a shift command signal; and a command signal compensating means for compensating the shift command signal based on a value of a variable factor parameter that affects a shift operation output characteristic. Command signal compensation means,
Each layer has a hierarchy compensating means for compensating the gear shift command signal by hierarchizing the gear shift command signal-gear operation output characteristics into a plurality of input / output characteristics with the input and output of the control element as a boundary. Each of the means compensates the shift command signal based only on the value of the variable factor parameter that affects the input / output characteristics of the hierarchy corresponding to the hierarchy compensating means.

In this way, the hierarchy command compensating means for compensating the gear shift command signal is provided by hierarchizing the gear shift command signal-gear operation output characteristic into a plurality of input / output characteristics with the input / output of the control element as a boundary. However, since each of the hierarchy compensating means compensates the shift command signal only based on the value of the variable factor parameter that affects the input / output characteristics of the hierarchy corresponding to the hierarchy compensating means, At the time of compensation, only the fluctuation factor parameters that affect the input / output characteristics of the layer need be considered, and the number of dimensions of the fluctuation factor parameters for obtaining the compensation amount can be reduced. Therefore, the number of man-hours for creating the control map can be exponentially reduced, and the time for creating the control map can be greatly shortened. Further, even if the control element is changed or replaced, the control map of only the changed or replaced control element needs to be replaced, so that the control map creation time can be significantly shortened.

A control apparatus for an automatic transmission according to a second aspect of the present invention is the apparatus according to the first aspect of the present invention, wherein the hierarchical compensating means is feedforward compensating means for feedforward compensating the shift command signal. It is characterized by

A control apparatus for an automatic transmission according to a third aspect of the present invention is the apparatus according to the first aspect of the present invention, wherein the hierarchy compensating means feeds back the shift operation output to compensate the shift command signal. It is characterized by being a feedback compensation means.

A control device for an automatic transmission according to a fourth aspect of the present invention is the device according to any one of the first to third aspects of the present invention, wherein each of the layer compensation means is a layer corresponding to the layer compensation means. It is characterized by compensating for the non-linear characteristic between the input and the output.

A control device for an automatic transmission according to a fifth aspect of the present invention is the control device for an automatic transmission according to the fourth aspect of the present invention, in which the speed change operation output after the non-linear characteristic between the input and output of each layer is compensated is linear. It is characterized by further comprising linear feedback compensating means for feeding back and compensating the shift command signal.

As described above, since the non-linear characteristic of the gear shift command signal-gear operation output characteristic is linearly compensated, the feedback compensator need not be a non-linear compensator and may be a linear compensator. Therefore, accurate feedback control can be performed with a simple configuration.

A control device for an automatic transmission according to a sixth aspect of the present invention is the device according to any one of the first to fifth aspects of the present invention, wherein each of the layer compensating means is a layer corresponding to the layer compensating means. It is characterized by compensating the dynamic characteristics between the input and the output of.

The control apparatus for an automatic transmission according to a seventh aspect of the present invention is the apparatus according to any one of the first to sixth aspects of the present invention, in which the layer compensating means for each layer is shifted from the layer on the side of the gear shift command signal. The shift command signal is created in order to the layers on the operation output side, and the input / output characteristics of the calculation target hierarchy that considers only the fluctuation factor parameters change this fluctuation factor parameter-from the calculation target hierarchy output characteristics and the calculation target hierarchy It is obtained based on the hierarchy compensating means for the hierarchy on the shift command signal side, and the hierarchy compensating means for the computation object hierarchy is created based on the input / output characteristics of the computation object hierarchy.

As described above, the input / output characteristics in consideration of the variation factor parameters are sequentially obtained from the layers on the shift command signal side, and the input / output characteristics in consideration of the variation factor parameters of each layer are obtained. When obtaining the input / output characteristics in consideration of the variable factor parameter of the hierarchy, it is possible to consider the influence of the input / output characteristics of the hierarchy on the shift command signal side of the target hierarchy. Therefore, it is possible to accurately obtain the input / output characteristics in consideration of the variation factor parameter of each layer.

According to an eighth aspect of the present invention, there is provided an automatic transmission control device according to any one of the first to seventh aspects of the present invention, wherein the command signal compensating means has a shift command signal-shift operation output characteristic. The circuit control element is hierarchized into a shift command signal-driving current characteristic, a drive current of the actuator control element-driving force characteristic, and a driving force of the mechanism control element-shift operation output characteristic.

A control device for an automatic transmission according to a ninth aspect of the present invention is the device according to any one of the first to eighth aspects of the present invention, wherein the mechanism control element is in an engaged / released / slipped engagement state. Is selected, and the shift operation output is a transmission torque or a slip relative speed of the friction engagement device.

A control apparatus for an automatic transmission according to a tenth aspect of the present invention is the apparatus according to any one of the first to eighth aspects of the present invention, wherein the mechanism control element is based on a driving force from the actuator control element. The gear ratio of the automatic transmission is continuously changed, and the shift operation output is the gear ratio of the automatic transmission.

According to an eleventh aspect of the present invention, which is a method for creating a control logic for an automatic transmission, a circuit control element for outputting a drive current according to an input shift command signal and a drive current from the circuit control element are input. , A mechanism control element that outputs a driving force corresponding to the driving current, and a mechanism control element that receives the driving force from the actuator control element and that performs a shifting operation by the driving force. In a method of creating a control logic of a control device for an automatic transmission that compensates the shift command signal based on the value of a variable factor parameter that affects the shift operation output characteristic, the shift command signal-shift operation output characteristic is defined as the control element. And a hierarchy compensating means for compensating the shift command signal is created for each hierarchy. Each is characterized by compensating the shift instruction signal based only on the values of variables parameters affecting the output characteristics of the hierarchy corresponding to the hierarchical compensation means.

According to a twelfth aspect of the present invention, there is provided a control logic creating method for an automatic transmission according to the eleventh aspect of the present invention, wherein the hierarchical compensating means performs feedforward compensating means for feedforward compensating the shift command signal. Is characterized in that.

According to a thirteenth aspect of the present invention, there is provided a method according to the eleventh aspect of the present invention, wherein the hierarchy compensating means feeds back the shift operation output to output the shift command signal. It is characterized in that it is a feedback compensation means for compensation.

According to a fourteenth aspect of the present invention, there is provided a method according to any one of the eleventh to thirteenth aspects of the present invention, wherein each of the hierarchy compensating means corresponds to the hierarchy compensating means. It is characterized by compensating for the non-linear characteristic between the input and the output of the above hierarchy.

According to a fifteenth aspect of the present invention, there is provided a method for producing a control logic for an automatic transmission, which is the method according to the fourteenth aspect of the present invention. Is linearly fed back to further compensate the shift command signal.

According to a sixteenth aspect of the present invention, there is provided a method according to any one of the eleventh to fifteenth aspects of the present invention, wherein each of the layer compensating means corresponds to the layer compensating means. It is characterized by compensating for the dynamic characteristics between the input and output of the above hierarchy.

According to a seventeenth aspect of the present invention, there is provided a method for producing a control logic for an automatic transmission according to any one of the eleventh to sixteenth aspects of the present invention, wherein the layer compensating means for each layer is a layer on the gear shift command signal side. From the shift operation output side to the shift command signal when the variable factor parameter is changed, the input / output characteristics of the calculation target layer that considers only the variable factor parameter are calculated It is characterized in that it is obtained based on the hierarchy compensating means for the hierarchy on the shift command signal side of the hierarchy and the hierarchy compensating means for the operation object hierarchy is created based on the input / output characteristics of the operation object hierarchy.

An eighteenth aspect of the present invention is directed to a method for producing a control logic for an automatic transmission according to any one of the eleventh to seventeenth aspects of the present invention, wherein
It is characterized in that the circuit control element is hierarchized into a shift command signal-drive current characteristic, a drive current-drive force characteristic of the actuator control element, and a drive force-shift operation output characteristic of the mechanism control element.

A nineteenth aspect of the present invention is directed to a method for creating control logic for an automatic transmission according to any one of the eleventh to eighteenth aspects of the present invention, in which the mechanism control element is an engagement / disengagement / slip function. It is a friction engagement device capable of selecting a combined state, and the shift operation output is a transmission torque or a slip relative speed of the friction engagement device.

A twentieth aspect of the present invention is the method for producing control logic for an automatic transmission according to any one of the eleventh to eighteenth aspects of the present invention, wherein the mechanism control element is a driving force from the actuator control element. The gear ratio of the automatic transmission is continuously changed based on the above, and the shift operation output is the gear ratio of the automatic transmission.

[0032]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention (hereinafter referred to as embodiments) will be described below with reference to the drawings.

(1) First Embodiment FIG. 1 is a block diagram showing a configuration of a control device for an automatic transmission according to a first embodiment of the present invention. Friction engagement devices such as clutches and brakes to be engaged. FIG. 8 is a diagram in which the present invention is applied to the case where the shift operation of the automatic transmission that performs the shift operation by switching is controlled.

The shift command signal calculated in the control unit 10 is input to the ECU drive circuit 12 as a circuit control element. The ECU drive circuit 12 outputs a drive current having a value according to the shift command signal value. And E
The drive current from the CU drive circuit 12 is input to the hydraulic circuit 14 as an actuator control element, and the hydraulic circuit 14 outputs hydraulic pressure as a drive force having a value corresponding to the drive current value. Then, the hydraulic pressure from the hydraulic circuit 14 is input to the clutch system 16 as a mechanism control element, and the clutch system 1
In 6, the clutch, the brake transmission torque or the slip relative speed as the shift operation output is controlled based on this pressure value.

Although not shown, a clutch and a brake as a friction engagement device in the clutch system 16 can select an engaged / released / slipped engagement state, and the clutch and the brake to be engaged can be switched. The shift operation of the automatic transmission is performed by. Then, the clutch, the brake transmission torque, or the slip relative speed is controlled to a predetermined value during the shifting operation. Although not shown, the hydraulic circuit 14 includes a proportional pressure control valve that outputs a pressure corresponding to the solenoid current value, and the engagement force of the clutch and brake is controlled by the pressure from the proportional pressure control valve. To be done.

As described above, in the shift control of the automatic transmission, there are various control elements from the input of the shift command signal to the control of the clutch, the brake transmission torque or the slip relative speed. The input / output characteristics of the control element fluctuate due to fluctuations of various fluctuation factor parameters. An example of the variation factor parameter for each control element in the present embodiment will be given below. E
In the CU drive circuit 12, the internal resistance of the solenoid fluctuates due to the heat generation of the solenoid, so that the shift command signal-drive current characteristic that is the input / output characteristic of the ECU drive circuit 12 fluctuates. In the hydraulic circuit 14, the viscosity of the oil changes due to the change in the oil temperature in the hydraulic circuit 14, so that the drive current-pressure characteristic that is the input / output characteristic of the hydraulic circuit 14 changes. Regarding the clutch system 16, the pressure-transmission torque characteristic, which is the input / output characteristic of the clutch system 16, varies due to the variation of the dynamic friction coefficient of the clutch and the brake. When the input / output characteristics of each control element fluctuate in this way, the clutch, brake transmission torque or slip relative speed may deviate from the target value even if the same shift command signal is input.

Therefore, the command signal compensating means 18 provided in the control unit 10 compensates the fluctuation due to the disturbance of the input / output characteristics of the control element for feedforward compensation. The shift command signal is feedforward-compensated by the command signal compensating means 18 and then input to the ECU drive circuit 12 to prevent the clutch, brake transmission torque or slip relative speed from deviating from the target value.

Here, referring to FIG.
It will be described in detail using 2. The command signal compensating means 18 in the prior art performs feedforward compensation for a shift command signal-transmission torque characteristic variation in which the control elements of the ECU drive circuit 12, the hydraulic circuit 14, and the clutch system 16 are integrated. Therefore, the command signal compensating means 18 is input with a variable factor parameter that affects the shift command signal-transmission torque characteristic. For convenience of explanation, FIG. 12 shows the case where a detection signal indicating the solenoid temperature, the oil temperature in the hydraulic circuit 14 and the dynamic friction coefficient of the clutch and the brake is input to the command signal compensating means 18 as an example of the variation factor parameter. This way all control elements are 1
When trying to compensate for the variation of the gear shift command signal-transmission torque characteristic collectively, a control map in which dimensions are added by the number of the fluctuation factor parameters that affect the input / output characteristics is created in advance in the command signal compensating means 18. You have to remember it. That is, in the example of FIG. 12, the control map for obtaining the compensation amount of the shift command signal in advance is created by considering the solenoid temperature, the oil temperature in the hydraulic circuit 14 and the three-dimensional dynamic friction coefficient of the clutch and the brake, and the command signal is generated. It must be stored in the compensation means 18. If other variable factor parameters that affect the shift command signal-transmission torque characteristic are also considered, a control map in which the dimension of the variable factor parameter is added must be created. In this way, the man-hours for creating the control map for obtaining the compensation amount of the gear shift command signal exponentially increase with respect to the number of variable factor parameters that affect the gear shift command signal-transmission torque characteristic. There is a problem that it takes a lot of time to create a control map for compensating for the above.

In the present embodiment, the shift command signal-transmission torque characteristic is calculated as the shift command signal of the ECU drive circuit 12-
The drive current characteristic, the drive current-pressure characteristic of the hydraulic circuit 14, and the pressure-transmission torque characteristic of the clutch system 16 are considered in layers. That is, in the command signal compensating means 18, the ECU
An ECU drive circuit compensation model 20 as a layer compensating means for compensating the variation of the shift command signal-driving current characteristic of the driving circuit 12, and a layer compensating means for compensating the variation of the driving current-pressure characteristic of the hydraulic circuit 14. The hydraulic circuit compensation model 22 and the clutch system compensation model 24 as a hierarchical compensation means for compensating for the fluctuation of the pressure-transmission torque characteristic of the clutch system 16 are provided in series. Then, in the present embodiment, when considering a certain parameter among the variable factor parameters that affect the transmission command signal-transmission torque characteristic, only the compensation model of the hierarchy in which the input / output characteristic varies due to the variation of the parameter A parameter is input, and the control map of the parameter-compensation amount is stored in advance in the compensation model. As an example thereof, with reference to FIG. 1, the solenoid temperature is a variable factor of only the gear shift command signal-drive current characteristic of the ECU drive circuit 12, so a detection signal indicating the solenoid temperature is input only to the ECU drive circuit compensation model 20. The control map of the solenoid temperature-ECU drive circuit compensation amount characteristic is stored in the ECU drive circuit compensation model 20 in advance. Similarly, since the oil temperature in the hydraulic circuit 14 becomes a factor of variation only in the drive current-pressure characteristic of the hydraulic circuit 14, the detection signal indicating the oil temperature in the hydraulic circuit 14 is input only to the hydraulic circuit compensation model 22. A control map of the hydraulic circuit oil temperature-hydraulic circuit compensation amount characteristic is stored in advance in the hydraulic circuit compensation model 22. Since the dynamic friction coefficient of the clutch and the brake is a factor of variation only in the pressure-transmission torque characteristic of the clutch system 16, the detection signal indicating the dynamic friction coefficient of the clutch and the brake is input only to the clutch system compensation model 24, and the dynamic friction coefficient- A control map of the clutch system compensation amount characteristic is stored in advance in the clutch system compensation model 24.

In FIG. 1, the shift command signal before compensation is first input to the clutch system compensation model 24. In the clutch system compensation model 24, the clutch system compensation amount is calculated from the dynamic friction coefficient of the clutch and the brake to compensate for the variation of the pressure-transmission torque characteristic of the clutch system 16 due to the variation of the dynamic friction coefficient of the clutch and the brake, and the shift speed is changed. The command signal is output after feedforward compensation by the compensation amount. The shift command signal output from the clutch system compensation model 24 is then input to the hydraulic circuit compensation model 22.
In the hydraulic circuit compensation model 22, the hydraulic circuit compensation amount is calculated from the oil temperature in the hydraulic circuit 14 in order to compensate the fluctuation in the drive current-pressure characteristic of the hydraulic circuit 14 due to the fluctuation in the oil temperature in the hydraulic circuit 14. The shift command signal is output after feedforward compensation by the compensation amount. The shift command signal output from the hydraulic circuit compensation model 22 is then input to the ECU drive circuit compensation model 20. In the ECU drive circuit compensation model 20, the ECU drive circuit compensation amount is calculated from the solenoid temperature in order to compensate the shift command signal-drive current characteristic variation of the ECU drive circuit 12 due to the solenoid temperature. The output is feed-forward compensated by the amount.
The shift command signal, which has been feedforward-compensated as described above, is input to the ECU drive circuit 12.

The ECU drive circuit compensation model 20, the hydraulic circuit compensation model 22, and the clutch system compensation model 24 specifically store an inverse characteristic model for compensating the nonlinear characteristic and the dynamic characteristic between the input and output. . ECU as an example
The case of the drive circuit compensation model 20 will be described. Since the steady-state characteristic of the shift command signal-drive current characteristic of the ECU drive circuit 12 becomes non-linear as shown in the upper diagram of FIG. 2 due to the fluctuation of the solenoid temperature, the ECU drive circuit compensation model 20
In the figure, as shown in the lower diagram of FIG.
A control map for non-linear characteristic compensation of the solenoid temperature-ECU drive circuit compensation amount characteristic is created so that the steady-state characteristic of the drive current characteristic becomes linear. In FIG. 2, for example, when the shift command signal level is x and the solenoid temperature is T ₂ , the compensation amount is y _0.
Becomes Furthermore, due to fluctuations in the solenoid temperature, the ECU
Since the dynamic characteristics of the shift command signal-drive current characteristic of the drive circuit 12 fluctuate as shown in the upper diagram of FIG. 3, in the ECU drive circuit compensation model 20, as shown in the lower diagram of FIG. A control map for dynamic characteristic compensation of the circuit compensation amount characteristic is created. However, in FIG. 3, the characteristic is shown when the amplitude level of the shift command signal is x and the frequency is 0.
The compensation amount at Hz (steady characteristic) is y ₀ .
In the case of the hydraulic circuit compensation model 22 and the clutch system compensation model 24, the ECU drive circuit compensation model 20 is also used.
It is similar to the case of.

Next, the shift command signal-drive current characteristic of the ECU drive circuit 12, the drive current-pressure characteristic of the hydraulic circuit 14 and the pressure-transmission torque characteristic of the clutch system 16 are obtained, and EC
A method for obtaining the U drive circuit compensation model 20, the hydraulic circuit compensation model 22, and the clutch system compensation model 24 is shown in FIG.
This will be described with reference to the flowchart shown in.

First, in step 1, the steady characteristics and dynamic characteristics of the gear shift command signal-driving current characteristic of the ECU drive circuit 12 are experimentally obtained by inputting a characteristic grasping signal to the ECU drive circuit 12. At that time, the gear shift command signal-driving current characteristic fluctuates due to fluctuations in the solenoid temperature.
Obtain the steady-state characteristic and dynamic characteristic of the signal for grasping the characteristic-driving current characteristic when the solenoid temperature is changed. Then, using this steady-state characteristic and dynamic characteristic, the solenoid temperature −
A non-linear characteristic compensation control map and a dynamic characteristic compensation control map of the ECU drive circuit compensation amount characteristic are created and stored in the ECU drive circuit compensation model 20.

Next, in step 2, the steady-state characteristic and the dynamic characteristic of the drive current-pressure characteristic are experimentally obtained. In that case, the characteristic grasping signal is the ECU drive circuit compensation model 20.
Is input to the ECU drive circuit 12 via. Since the characteristic grasping signal-pressure characteristic fluctuates due to the fluctuation of the oil temperature in the hydraulic circuit 14, the steady state characteristic and dynamic characteristic of the characteristic grasping signal-pressure characteristic when the oil temperature in the hydraulic circuit 14 is changed. Find characteristics. The solenoid temperature at that time is also measured at the same time, and the ECU drive circuit compensation model 2
Enter 0. Here, since the characteristic grasping signal-pressure characteristic fluctuates not only by the oil temperature in the hydraulic circuit 14 but also by the fluctuation of the solenoid temperature, it depends on the influence of the solenoid temperature using the ECU drive circuit compensation model 20 obtained in step 1. Compensate for fluctuations. In this way, it is possible to obtain the steady characteristic and the dynamic characteristic of the characteristic grasping signal-pressure characteristic in consideration of only the fluctuation of the oil temperature in the hydraulic circuit 14. Then, a nonlinear characteristic compensation control map and a dynamic characteristic compensation control map of the hydraulic circuit oil temperature-hydraulic circuit compensation amount characteristic are created using the steady characteristic and the dynamic characteristic, and stored in the hydraulic circuit compensation model 22.

Next, in step 3, the steady state characteristic and dynamic characteristic of the gear shift command signal-transmission torque characteristic are experimentally obtained. In that case, the characteristic grasping signal is sent to the ECU via the ECU drive circuit compensation model 20 and the hydraulic circuit compensation model 22.
It is input to the drive circuit 12. Since the characteristic grasping signal-transmission torque characteristic fluctuates due to fluctuations in the dynamic friction coefficient of the clutch and brake, the steady state characteristic and dynamic characteristic of the characteristic grasping signal-transmission torque characteristic when the dynamic friction coefficient of the clutch and brake is changed. Find characteristics. Then, the solenoid temperature and the oil temperature in the hydraulic circuit 14 at that time are simultaneously measured and input to the ECU drive circuit compensation model 20 and the hydraulic circuit compensation model 22, respectively. Here, the characteristic grasping signal-transmission torque characteristic varies depending on not only the dynamic friction coefficient of the clutch and the brake but also the variation of the solenoid temperature and the oil temperature in the hydraulic circuit 14. Therefore, the ECU drive circuit compensation model 20 obtained in step 1 is calculated. Also, the hydraulic circuit compensation model 22 obtained in step 2 is used to compensate for fluctuations due to the influence of the solenoid temperature and the oil temperature in the hydraulic circuit 14. In this way, the steady characteristic and the dynamic characteristic of the characteristic grasping signal-transmission torque characteristic can be obtained in consideration of only the fluctuation of the dynamic friction coefficient of the clutch and the brake. Then, a nonlinear characteristic compensation control map and a dynamic characteristic compensation control map of the dynamic friction coefficient-clutch system compensation amount characteristic are created using the steady characteristic and the dynamic characteristic, and stored in the clutch system compensation model 24. As described above, the ECU drive circuit compensation model 20, the hydraulic circuit compensation model 22, and the clutch system compensation model 24 are obtained.

In the present embodiment, the shift command signal-transmission torque characteristic is calculated as the shift command signal of the ECU drive circuit 12-
Hierarchical drive current characteristics, drive current-pressure characteristics of the hydraulic circuit 14, and pressure-transmission torque characteristics of the clutch system 16 were considered, and a certain parameter was considered among the variable factor parameters that affect the shift command signal-transmission torque characteristics. In this case, the parameter is input only to the compensation model of the hierarchy in which the input / output characteristic varies due to the variation of the parameter, and the control map of the parameter-compensation amount is stored in advance in the compensation model. Therefore, in the compensation model of each layer, when compensating the shift command signal, it is only necessary to consider the variation factor parameter that affects the input / output characteristics in that layer, and the dimension number of the variation factor parameter for obtaining the compensation amount. Can be reduced. Therefore, the number of man-hours for creating the control map can be exponentially reduced, and the time for creating the control map can be greatly shortened. Particularly, in the control device for the automatic transmission, the number of the variable factor parameters that affect the shift command signal-transmission torque characteristic is very large, so the configuration of the present embodiment is very effective. Furthermore, even if the control element is changed or replaced, the change,
Since it is only necessary to grasp the characteristics of the exchanged control elements and exchange the control maps, it is very easy to exchange the control maps.

In the present embodiment, when the input / output characteristics in consideration of the variation factor parameters of each layer are obtained, the characteristic grasping signal is input through the compensation model of the layer on the shift command signal side of the target layer, The influence of the fluctuation factor parameter of the input / output characteristics of the layer on the shift command signal side of the layer is compensated. For example, when the drive current-pressure characteristic in consideration of the fluctuation of the oil temperature in the hydraulic circuit 14 is obtained, a characteristic grasping signal is input to the ECU drive circuit 12 via the ECU drive circuit compensation model 20 and the ECU drive circuit 1
The influence of the solenoid temperature on the gear shift command signal-drive current characteristic of No. 2 is compensated by the ECU drive circuit compensation model 20. Here, when obtaining the input / output characteristics in consideration of the variable factor parameter of a certain target hierarchy, the input to the target hierarchy is the influence of the input / output characteristics of the hierarchy on the shift command signal side of the target hierarchy (for example, frequency attenuation characteristics, etc.). However, it may not be possible to accurately grasp the input / output characteristics of the target layer. However, as in this embodiment, the input / output characteristics considering the variation factor parameters are sequentially obtained from the layers on the shift command signal side, and then the input / output characteristics considering the variation factor parameters of each layer are obtained. When obtaining the input / output characteristics in consideration of the variable factor parameter of the target hierarchy, the influence of the input / output characteristics of the hierarchy on the shift command signal side of the target hierarchy can be considered. Therefore, it is possible to accurately obtain the input / output characteristics in consideration of the variation factor parameter of each layer.

Further, in this embodiment, as shown in the block diagram of FIG. 5 or FIG. 6, a loop for detecting the transmission torque or the relative slip velocity and feeding back to the shift command signal may be formed. In FIG. 5 or 6, the detection signal indicating the transmission torque or the slip relative speed is input to the linear feedback compensator 26, and the output signal from the linear feedback compensator 26 is input to the comparator 28. The comparator 28 outputs the difference between the shift command signal and the output signal of the linear feedback compensator 26, and the output signal is input to the clutch system compensation model 24. In this way, the linear feedback compensator 26 and the comparator 28 form the linear feedback compensating means 32. Further, in FIG. 6, the shift command signal is input to the linear feedback compensator 26.

In the configuration of FIG. 5 or 6, the non-linear characteristic of the gear shift command signal-transmission torque is linearly compensated by the ECU drive circuit compensation model 20, the hydraulic circuit compensation model 22 and the clutch system compensation model 24. Therefore, it is not necessary to use a nonlinear compensator as the feedback compensator, and a linear compensator may be used. Therefore, accurate feedback control can be performed with a simple configuration.

In this embodiment, the case has been described in which the shift command signal is feedforward-compensated by the ECU drive circuit compensation model 20, the hydraulic circuit compensation model 22, and the clutch system compensation model 24. However, the command signal compensating means 18 of the present invention is used. Is not limited to feedforward compensation, but feedback compensation may be performed for each layer as shown in the block diagram of FIG.

Next, the structure of the command signal compensating means 18 in FIG. 7 will be described. A detection signal indicating the transmission torque or the slip speed, which is the output of the clutch system 16, is input to the clutch system feedback compensator 42 as the hierarchical compensation means, and the output signal from the clutch system feedback compensator 42 is input to the comparator 48. . The comparator 48 outputs the difference between the shift command signal and the output signal of the clutch feedback compensator 42. A detection signal indicating the pressure output from the hydraulic circuit 14 is input to the hydraulic circuit feedback compensator 40 as a hierarchical compensation means, and an output signal from the hydraulic circuit feedback compensator 40 is input to the comparator 46. The comparator 46 outputs the difference between the output signal of the comparator 48 and the output signal of the hydraulic circuit feedback compensator 40. ECU
The detection signal indicating the drive current, which is the output of the drive circuit 12, is a drive circuit feedback compensator 38 as a hierarchical compensation means.
And the output signal from the drive circuit feedback compensator 38 is input to the comparator 44. The comparator 44 outputs the output signal of the comparator 46 and the drive circuit feedback compensator 3
8 is output, and the output signal is input to the ECU drive circuit 12.

The drive circuit feedback compensator 38 feedback-compensates the deviation dz between the target value and the detected value of the drive current. In that case, as shown in FIG. 8, the compensation amount is set in consideration of the non-linear characteristic and dynamic characteristic of the shift command signal-driving current characteristic of the ECU drive circuit 12. Here, since the solenoid temperature is a variable factor parameter of the shift command signal-driving current characteristic, the detection signal indicating the solenoid temperature is input to the drive circuit feedback compensator 38. The compensation amount dy ₀ considering the non-linear characteristic at the solenoid temperature T ₂ is
As shown in the upper diagram of FIG. 8, it is obtained from the steady characteristic of the shift command signal-drive current characteristic in consideration of the deviation dz and the solenoid temperature. Further, the compensation amount in consideration of the dynamic characteristics can be obtained from the same characteristics as the lower diagram of FIG.

The hydraulic circuit feedback compensator 40 feedback-compensates the deviation between the pressure target value and the detected value. In that case, the non-linear characteristic and the dynamic characteristic of the drive current-pressure characteristic of the hydraulic circuit 14 are compensated in the same manner as the drive circuit feedback compensator 38. Here, since the oil temperature in the hydraulic circuit 14 becomes a variable factor parameter of the drive current-pressure characteristic, a detection signal indicating the oil temperature in the hydraulic circuit 14 is input to the hydraulic circuit feedback compensator 40. The clutch feedback compensator 42 is
Feedback compensation is performed for the deviation between the target value and the detected value of the transmission torque. In that case, the non-linear characteristic and the dynamic characteristic of the pressure-transmission torque characteristic of the clutch system 16 are compensated by the same method as the drive circuit feedback compensator 38. Here, since the dynamic friction coefficient of the clutch and the brake serves as a variable factor parameter of the pressure-transmission torque characteristic, a detection signal indicating the dynamic friction coefficient of the clutch and the brake is input to the clutch feedback compensator 42.

In the structure for feedback compensation for each layer shown in FIG. 7, the same effect as the structure for feedforward compensation shown in FIG. 1 can be obtained. Further, the configuration for performing feedback compensation for each layer is not limited to the configuration shown in FIG. 7. For example, as shown in FIG. 9, the clutch feedback compensator 42 is provided at the output of the comparator 48, and the hydraulic circuit feedback is provided. Compensator 40 is comparator 46
Is provided at the output of the drive circuit feedback compensator 38
May be provided at the output of the comparator 44.
Further, for example, as in the configuration shown in FIG. 10, both feedforward compensation and feedback compensation may be used in combination. By using both feedforward compensation and feedback compensation, the nonlinear characteristic and the dynamic characteristic can be more accurately measured. Can be compensated.

In the present embodiment, for convenience of explanation, the ECU drive circuit compensation model 20 has a solenoid temperature,
The case where the oil temperature in the hydraulic circuit 14 is input to the hydraulic circuit compensation model 22 and the dynamic friction coefficient of the clutch and the brake is input to the clutch system compensation model 24 has been described, but the variable factor parameter of the input / output characteristics of each control element is However, the plurality of variation factor parameters of the input / output characteristics are actually input to each control element compensation model. In the present embodiment, the case where the shift command signal-transmission torque characteristic is hierarchized into the shift command signal-drive current characteristic, the drive current-pressure characteristic and the pressure-transmission torque characteristic has been described. If the speed change command signal-transmission torque characteristic is hierarchically divided into a plurality of input / output characteristics such as the characteristics and the driving current-transmission torque characteristic are hierarchically constructed, the number of steps for creating the control map can be reduced as compared with the conventional case. Further, the scope of application of the present invention is not limited to the control elements connected in series as in the present embodiment, and the present invention can be applied even if it has control elements connected in parallel. Further, the final compensation order of the shift command signals by each compensation model and each feedback compensator in the command signal compensating means 18 may be any order.

(2) Second Embodiment FIG. 11 is a block diagram showing the configuration of a control device for an automatic transmission according to a second embodiment of the present invention, in which the gear ratio is continuously changed based on the hydraulic pressure from the hydraulic circuit. FIG. 10 is a diagram in which the present invention is applied to the case of controlling the shifting operation of the continuously variable transmission that is changed dynamically. In this embodiment, the pressure from the hydraulic circuit 14 is
It is input to the pulley system 34. In the pulley system 34, the gear ratio is controlled based on the pressure value from the hydraulic circuit 14. Then, a pulley system compensation model 36 is provided instead of the clutch system compensation model 24, the input torque is input only to the pulley system compensation model 36, and a control map of the input torque-pulley system compensation amount characteristic is shown in the pulley system compensation model 36. Are stored in advance. Although not shown, the pulley system 34
The V belt is wound around the primary pulley and the secondary pulley, and the gear ratio is continuously changed by changing the groove width of the primary pulley and the secondary pulley by the pressure from the hydraulic circuit 14. The other configurations are similar to those of the first embodiment, and therefore will be omitted.

Even when controlling the gear ratio of the continuously variable transmission, as in the case of controlling the sliding relative speed of the friction engagement devices such as clutches and brakes, the gear shift command signal is compensated in the compensation model of each layer. In doing so, only the variation factor parameter of the input / output characteristic in the hierarchy can be considered, and the number of dimensions of the variation factor parameter for obtaining the compensation amount can be reduced. Therefore, the number of man-hours for creating the control map can be exponentially reduced, and the time for creating the control map can be greatly shortened. Furthermore, even if the control elements are changed or replaced, the control maps of only the changed or replaced control elements need to be replaced, so that the replacement of the control maps is very easy.

Also in this embodiment, a loop for detecting the gear ratio and performing linear feedback to the gear shift command signal may be formed as in the configuration shown in FIG. 5 or FIG. Similarly, feedback compensation may be performed for each layer, or both feedforward compensation and feedback compensation may be combined. Further, in the present embodiment, the case where the continuously variable transmission is of the belt type has been described, but the belt type continuously variable transmission may be replaced with a toroidal type continuously variable transmission.

[0059]

As described above, according to the present invention,
When compensating the shift command signal in each layer, only the variation factor parameter of the input / output characteristics of that layer need be considered, and the number of dimensions of the variation factor parameter for obtaining the compensation amount can be reduced. Therefore, the number of man-hours for creating the control map can be exponentially reduced, and the time for creating the control map can be greatly shortened. Further, even if the control element is changed or replaced, the control map of only the changed or replaced control element needs to be replaced, so that the control map creation time can be significantly shortened.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a control device for an automatic transmission according to a first embodiment of the present invention.

FIG. 2 is a diagram illustrating compensation of nonlinear characteristics of the ECU drive circuit according to the first embodiment of the present invention.

FIG. 3 is a diagram illustrating compensation of dynamic characteristics of an ECU drive circuit according to the first embodiment of the present invention.

FIG. 4 is a flowchart illustrating a method for obtaining input / output characteristics of an ECU drive circuit, a hydraulic circuit, and a clutch system according to the first embodiment of the present invention.

FIG. 5 is a block diagram showing another configuration of the control device for the automatic transmission according to the first embodiment of the present invention.

FIG. 6 is a block diagram showing another configuration of the control device for the automatic transmission according to the first embodiment of the present invention.

FIG. 7 is a block diagram showing another configuration of the control device for the automatic transmission according to the first embodiment of the present invention.

FIG. 8 E in another configuration of the first embodiment of the present invention
It is a figure explaining the feedback compensation of a CU drive circuit.

FIG. 9 is a block diagram showing another configuration of the control device for the automatic transmission according to the first embodiment of the present invention.

FIG. 10 is a block diagram showing another configuration of the control device for the automatic transmission according to the first embodiment of the present invention.

FIG. 11 is a block diagram showing a configuration of a control device for an automatic transmission according to a second embodiment of the present invention.

FIG. 12 is a block diagram showing a configuration of a conventional control device for an automatic transmission.

[Explanation of symbols]

10 control unit, 12 ECU drive circuit,
14 hydraulic circuit, 16 clutch system, 18 command signal compensating means, 20 ECU drive circuit compensating model, 22 hydraulic circuit compensating model, 24 clutch system compensating model, 26 linear feedback compensator, 28 comparator, 32 linear feedback compensating means, 34 Pulley system, 36 pulley system compensation model, 38 drive circuit feedback compensator,
40 hydraulic circuit feedback compensator, 42 clutch feedback compensator.

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Katsumi Kono             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Noriki Asahara             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Ryoichi Hibino             Aichi Prefecture Nagachite Town Aichi District             Ground 1 Toyota Central Research Institute Co., Ltd. (72) Inventor Hiroyuki Nishizawa             Aichi Prefecture Nagachite Town Aichi District             Ground 1 Toyota Central Research Institute Co., Ltd. (72) Masataka Osawa, inventor             Aichi Prefecture Nagachite Town Aichi District             Ground 1 Toyota Central Research Institute Co., Ltd. F-term (reference) 3J552 MA01 MA06 MA12 NA01 NB01                       PA01 RA02 SB21 TA02 TA06                       VA06Y VA34Y VA47Y

Claims (20)

[Claims] 1. A circuit control element that outputs a drive current according to an input shift command signal, and an actuator control element that receives a drive current from the circuit control element and outputs a drive force according to the drive current. And the driving force from the actuator control element is input,
A mechanism control element for performing a shift operation by the driving force, and a command signal compensating means for compensating the shift command signal based on a value of a variable factor parameter that influences a shift command signal-shift operation output characteristic In the control device for a machine, the command signal compensating means hierarchizes the shift command signal-shift operation output characteristic into a plurality of input / output characteristics with the input and output of the control element as a boundary, and compensates the shift command signal. Compensation means is provided for each layer, and each layer compensation means compensates the shift command signal based only on the value of the variable factor parameter that affects the input / output characteristics of the layer corresponding to the layer compensation means. A control device for an automatic transmission, characterized in that 2. The control device for an automatic transmission according to claim 1, wherein the hierarchy compensating means is feedforward compensating means for feedforward compensating the shift command signal. 3. The automatic transmission control according to claim 1, wherein the hierarchy compensating means is feedback compensating means for feeding back the shift operation output to compensate the shift command signal. apparatus. 4. The apparatus according to claim 1, wherein each of the hierarchy compensating means compensates a nonlinear characteristic between input and output of a hierarchy corresponding to the hierarchy compensating means. Control device for automatic transmission. 5. The apparatus according to claim 4, further comprising linear feedback compensating means for linearly feeding back the shift operation output after the non-linear characteristic between the input and output of each layer is compensated to compensate the shift command signal. A control device for an automatic transmission, further comprising: 6. The apparatus according to claim 1, wherein each of the hierarchy compensating means compensates a dynamic characteristic between input and output of a hierarchy corresponding to the hierarchy compensating means. Control device for automatic transmission. 7. The apparatus according to claim 1, wherein the hierarchy compensating means for each hierarchy is created in order from the hierarchy on the gear shift command signal side to the hierarchy on the gear shift operation output side, and only the fluctuation factor parameters are included. Based on the gear shift command signal when the input / output characteristics of the calculation target hierarchy change this variable factor parameter-the output hierarchy of the calculation target hierarchy and the hierarchy compensation means for the hierarchy on the shift command signal side of the calculation target hierarchy. A control device for an automatic transmission, characterized in that a hierarchy compensating means for the calculation target hierarchy is created based on the input / output characteristics of the calculation target hierarchy. 8. The apparatus according to claim 1, wherein the command signal compensating means calculates a shift command signal-shift operation output characteristic, a shift command signal-driving current characteristic of the circuit control element, and A control device for an automatic transmission characterized in that the drive current-driving force characteristic of an actuator control element and the driving force-gear shift operation output characteristic of the mechanism control element are layered. 9. The device according to claim 1, wherein the mechanism control element is a friction engagement device capable of selecting an engagement state of engagement / release / sliding, and the shift operation output. Is a transmission torque or a relative slip speed of the friction engagement device. 10. The apparatus according to claim 1, wherein the mechanism control element continuously changes the gear ratio of the automatic transmission based on the driving force from the actuator control element, A control device for an automatic transmission, wherein the shift operation output is a gear ratio of the automatic transmission. 11. A circuit control element that outputs a drive current according to an input shift command signal, and an actuator control element that receives a drive current from the circuit control element and outputs a drive force according to the drive current. And the driving force from the actuator control element is input,
A mechanism control element for performing a gear shift operation by the driving force, and a controller for an automatic transmission that compensates the gear shift command signal based on a value of a variable factor parameter that affects the gear shift command signal-gear shift operation output characteristic. In the method for creating the control logic of the above, the gear shift command signal-the gear shift operation output characteristic is hierarchized into a plurality of input / output characteristics having a boundary between the input and output of the control element, and hierarchical compensation means for compensating the gear shift command signal is provided. It is created for each layer, and each of the layer compensating means compensates the shift command signal based only on the value of the variable factor parameter that affects the input / output characteristics of the layer corresponding to the layer compensating means. Method for creating control logic for automatic transmission. 12. The method according to claim 11, wherein the hierarchy compensating means is feedforward compensating means for feedforward compensating the shift command signal. 13. The automatic transmission control according to claim 11, wherein the hierarchy compensating means is feedback compensating means for feeding back the shift operation output to compensate the shift command signal. How to create logic. 14. The method according to claim 11, wherein each of the layer compensating means compensates a nonlinear characteristic between input and output of a layer corresponding to the layer compensating means. Method for creating control logic for automatic transmission. 15. The method according to claim 14, further comprising linearly feeding back the shift operation output after the non-linear characteristic between the input and output of each layer is compensated to further compensate the shift command signal. Method for creating control logic for automatic transmission. 16. The method according to claim 11, wherein each of the hierarchy compensating means compensates a dynamic characteristic between input and output of a hierarchy corresponding to the hierarchy compensating means. Method for creating control logic for automatic transmission. 17. The method according to claim 11, wherein the layer compensating means for each layer is created in order from the layer on the gear shift command signal side to the layer on the gear shift operation output side, and only the variable factor parameters are provided. Based on the shift command signal when the variable factor parameter is changed in consideration of the input / output characteristics of the calculation target layer, the output characteristic of the calculation target layer and the layer compensation means for the layer on the shift command signal side of the calculation target layer. A method for creating a control logic for an automatic transmission, characterized in that the hierarchy compensating means for the operation target hierarchy is created based on the input / output characteristics of the operation object hierarchy. 18. The method according to claim 11, wherein the speed change command signal-speed change operation characteristics are the speed change command signal-drive current characteristics of the circuit control element, and the drive current-drive of the actuator control element. A method for creating a control logic of an automatic transmission, characterized by hierarchically defining a force characteristic and a driving force-gearing operation output characteristic of the mechanism control element. 19. The method according to claim 11, wherein the mechanism control element is a friction engagement device capable of selecting an engagement state of engagement / release / sliding, and the shift operation output. Is a transmission torque of the friction engagement device or a relative slip speed, and a method for creating a control logic of an automatic transmission. 20. The method according to claim 11, wherein the mechanism control element continuously changes the gear ratio of the automatic transmission based on the driving force from the actuator control element, A method for creating a control logic for an automatic transmission, wherein the shift operation output is a gear ratio of the automatic transmission.