JP2005147302A - Synchronous controller in automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To change shift loading in accordance with the variation in viscosity of an oil in a shifting area corresponding to the variation in temperature, eliminate the extension of synchronizing time, realize stable and reliable shift operation and realize the improvement of feeling of a vehicle. <P>SOLUTION: In an automatic transmission 2 which performs shift operation of a manual transmission 1 by actuators 41, 42 and 43, a synchronous device in an automatic transmission, comprising a controller 5 which changes shift loading in accordance with the variation in viscosity of an oil in a transmission area corresponding to the variation in temperature, i.e., outputs a control signal which increases the shift loading when friction increases. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an automatic transmission apparatus that performs an operation of shifting a manual transmission using an actuator, and relates to a synchronization control apparatus in an automatic transmission that eliminates an increase in synchronization time when the temperature is low or friction is increased.

  In the conventional automatic transmission device in which the shift operation and friction clutch operation of the first manual transmission (manual transmission) are performed by an actuator, as shown in FIG. It was something to do.

Further, in the conventional second automatic transmission of the manual transmission, the shift load is feedback-controlled while referring to the state of the input rotation speed during synchronization.
JP 2002-71017 A

Further, in the conventional automatic transmission of the third manual transmission, the load map is gradually corrected according to the vehicle running state.
JP 2002-48225 A

  As shown in FIG. 7, the automatic transmission of the conventional first manual transmission is the same as that at normal temperature because the stirring resistance increases as the oil viscosity of the transmission (TM) increases at a low temperature. Even if a shift load is generated, there is a problem in that the synchronization time is remarkably extended and the feeling of the vehicle during traveling deteriorates.

  Even at room temperature, an increase in friction due to centrifugal force or the like occurs in accordance with the input rotational speed, and this also increases the synchronization time.

  In the second automatic transmission of the conventional manual transmission, the shift load is feedback-controlled while referring to the state of the synchronized input rotation speed. Therefore, the amount of error that can be absorbed by the feedback control is very small. In addition, it is difficult to absorb the error amount as the oil agitation resistance increases, and the shift load becomes abnormally large to absorb the large error amount, and thus there is a problem of durability of the synchronizer ring.

  Further, in the conventional automatic transmission of the third manual transmission described above, the load map is gradually corrected according to the vehicle running state, so that it gradually changes from a low temperature to a high temperature according to the vehicle running state. As a result of correction during driving, if the engine is turned off in the final corrected map state at high temperature, the oil temperature is low in the next morning (especially in winter). When driving again in this state, control is performed according to the map finally corrected in the high temperature state, so that there is a problem that it is not possible to perform control in consideration of the change in oil viscosity suitable for the low temperature state. It was.

  Therefore, the inventor of the present invention has the technical idea of changing the shift load in accordance with the change in the viscosity of the oil in the shift range corresponding to the temperature change in the automatic transmission that performs the shift operation of the manual transmission by the actuator. As a result of further research and development, the present invention has been achieved that achieves the object of controlling the synchronization time to be constant regardless of temperature changes and eliminating the extension of the synchronization time.

The synchronous control device in the automatic transmission of the present invention (the first invention according to claim 1) is:
In an automatic transmission having an actuator for performing a shifting operation in a manual transmission,
A control device is provided that outputs a control signal for changing the shift load in accordance with the change in the viscosity of the oil in the speed change region corresponding to the temperature change.

The synchronous control device in the automatic transmission of the present invention (the second invention according to claim 2) is:
In the first invention,
The shift load is increased in accordance with the increase in the viscosity of the oil in the shift range at low temperatures.

The synchronous control device in the automatic transmission of the present invention (the third invention according to claim 3) is:
In the second invention,
A basic load calculation device for calculating a basic shift load required at normal temperature is provided.

The synchronous control device in the automatic transmission of the present invention (the fourth invention according to claim 4) is:
In the third invention,
A stirring resistance correction value calculation device is provided for correcting the shift load in accordance with an increase in oil viscosity resistance at low temperatures.

The synchronous control device in the automatic transmission of the present invention (the fifth invention according to claim 5) is:
In the fourth invention,
A friction correction value calculation device for correcting shift load according to an increase in friction caused by centrifugal force or the like according to the input rotational speed is provided.

The synchronous control device in the automatic transmission of the present invention (the sixth invention according to claim 6) is:
In the fifth invention,
The required shift load is calculated and set from the basic shift load, the stirring resistance correction value calculation device, and the friction correction value obtained from the basic load calculation device, the stirring resistance correction value calculation device, and the friction correction value calculation device. Is.

The synchronous control device in the automatic transmission of the present invention (the seventh invention according to claim 7),
In the first invention,
The said control apparatus outputs the control signal which changes a shift load according to the rotation speed of a transmission.

  In the synchronous control device in the automatic transmission of the first invention configured as described above, the control device outputs a control signal for changing the shift load in accordance with the change in the viscosity of the oil in the speed change region corresponding to the temperature change. The synchronous time is controlled to be constant regardless of the temperature change.

  In the synchronous control device in the automatic transmission of the second invention configured as described above, in the first invention, the control device increases the shift load in accordance with the increase in the viscosity of the oil in the transmission region at low temperatures. There is an effect of preventing the synchronization time from being prolonged.

  In the synchronous control device in the automatic transmission of the third invention configured as described above, in the second invention, since the basic load calculation device calculates a basic shift load required at normal temperature, the calculated basic shift By calculating and controlling the shift load value at a low temperature or when the friction is increased based on the load value, there is an effect of preventing the extension of the synchronization time.

  The synchronous control device in the automatic transmission of the fourth invention configured as described above is the above-described third invention, wherein the stirring resistance correction value calculating device for correcting the shift load according to the increase in the viscous resistance of the oil at a low temperature in the third invention, Since the agitation resistance correction value at low temperature is calculated, and the shift load is corrected based on the calculated agitation resistance correction value, control based on the corrected shift load prevents the synchronization time from being extended at low temperature. The effect of doing.

  The synchronous control device in the automatic transmission of the fifth invention having the above-described configuration is the friction control device according to the fourth invention, wherein the friction correction value computing device is adapted to increase the friction caused by centrifugal force or the like according to the input rotational speed. Since the shift load is corrected by calculating the resistance correction value, control is performed based on the corrected shift load, so that an effect of preventing an increase in the synchronization time when the friction increases is achieved.

  The synchronous control device in the automatic transmission of the sixth invention configured as described above is the basic shift load obtained from the basic load calculation device, the stirring resistance correction value calculation device, and the friction correction value calculation device in the fifth invention, Since the required final shift load is calculated and set from the stirring resistance correction value and the friction correction value, there is an effect of preventing the synchronization time from being extended at a low temperature or when the friction is increased.

  According to the seventh aspect of the present invention, there is provided a synchronous control device for an automatic transmission according to the first aspect of the invention, wherein the control device outputs a control signal for changing a shift load in accordance with the rotational speed of the transmission. Because the final shift load is calculated and set according to the change in friction caused by the centrifugal force corresponding to the number, the shift operation is smoothed regardless of the change in the rotation speed of the transmission, and the synchronization time is controlled to be constant. There is an effect.

  The best mode for carrying out the present invention will be specifically described below with reference to the accompanying drawings.

  As shown in FIGS. 1 to 6, the synchronous control device in the automatic transmission according to the first embodiment is adapted to change in temperature in the automatic transmission 2 in which the shifting operation of the manual transmission 1 is performed by the actuators 41, 42, and 43. A control device 5 is provided that outputs a control signal for changing the shift load in accordance with the change in the viscosity of the oil in the corresponding shift range, that is, when the friction is increased.

  As shown in FIG. 1, the automatic transmission according to the first embodiment is manually provided with a shift actuator 42 and a select actuator 43 that perform a shift operation according to information from the shift sensor 62 and the select sensor 63 that detect the stroke of the actuator. The automatic transmission of the transmission 1 is performed.

  The automatic transmission 2 in the first embodiment includes a manual transmission 1 that changes the rotation of the input shaft connected to the output shaft of the engine and the (hybrid vehicle) or the motor 3 with a plurality of gears and outputs the rotation from the output shaft. It is intended.

  The automatic transmission 2 in the first embodiment includes a clutch actuator 41 that controls the clutch of the manual transmission 1 described above, a shift actuator 42 that controls a shift shift operation, and a select actuator 43 that controls a select operation. It has.

  The actuator comprises a mechanism for automatically operating the structure of a conventional manual transmission (MT) or clutch, regardless of hydraulic pressure, pneumatic pressure, or electricity (such as a motor), and a power source thereof.

  Further, the automatic transmission 2 in the first embodiment includes an ECU which is a control device 5 that controls the clutch actuator 41, the shift actuator 42, and the select actuator 43.

  The control device 5 includes a clutch sensor 61 that detects a clutch position and / or load, a shift sensor 62 that detects a shift position and / or load, a select sensor 63 that detects a select position and / or load, and the manual An input shaft sensor 64 for detecting the rotational speed of the input shaft of the transmission 1, an output shaft sensor 65 for detecting the rotational speed of the output shaft of the manual transmission 1, and sensors and switches for recognizing the driver's will A shift lever sensor 66 and a steering switch, an accelerator pedal sensor 67, and a brake pedal sensor are connected to each other, and various actuators are connected to the actuator according to a program for realizing a control procedure shown in a flowchart described later based on information from each sensor. A control signal is output.

  The control device 5 of the first embodiment stores in advance a program for realizing the control procedure shown in the flowchart of FIG. 1 described below in a ROM (not shown) as a memory. 3 and FIG. 4, the stirring resistance map of the relationship between the input rotational speed and the torque using the temperature in each gear as a parameter, and the input rotational speed and load (F) using the temperature in each gear shown in FIG. 3 and FIG. 5 as a parameter. ) Is stored in advance, and the final load Fb is calculated by performing calculations according to the data of the stirring resistance map and the friction map, the shift position and the state with respect to the original basic load. .

  When the shift control is started, it is determined in step 101 whether or not synchronization is started.

  If it is determined in step 101 that synchronization has started, a basic shift load Fbase is calculated by the basic shift calculation device 51 in step 102.

  When the basic shift load is calculated in step 102, the current relative rotational speed ΔN0 is stored in step 103.

  When the current relative rotational speed ΔN0 is stored in step 103, the stirring resistance correction value Fd is calculated by the stirring resistance correction value calculation device 52 in step 104.

  When the stirring resistance correction value is calculated in step 104, the friction correction value Ff is calculated by the friction correction value calculation device 53 in step 105.

  When the friction correction value is calculated in step 105, the synchronous load F is calculated in step 106. At this time, the synchronous load F is obtained by the sum of the basic shift load Fbase, the stirring resistance correction value Fd, and the friction correction value Ff.

  In step 106, the basic shift load Fbase (Fa), the stirring resistance correction value Fd, and the friction correction value Ff are added by the adding device 54, and when the synchronous load as the final shift load is calculated by the sum, in step 107, It is determined whether synchronization is complete.

  In step 107, when the synchronization is completed, an increase in stirring resistance at low temperatures and an increase in synchronization time caused by an increase in friction due to centrifugal force or the like can be eliminated, and the feeling of the vehicle at the time of shift change is improved.

  If it is determined in step 101 that the synchronization has not started, it is determined again in step 101 whether or not the synchronization is started, and the process is repeated until the synchronization is started.

  If it is determined in step 107 that the synchronization has not been completed, the stirring resistance correction value Fd is calculated by the stirring resistance correction value calculation device in step 104.

The synchronization control operation in the first embodiment will be described in detail below with reference to FIG. 3 which is a control block diagram and FIGS. 4 and 5 which are chart diagrams.
When the output rotation speed and the input rotation speed match, that is, when the rotation speed on the input side of the clutch matches the rotation speed on the output side, the clutch is completely engaged.

  First, the output rotational speed and the initial relative rotational speed ΔN0 of the input rotational speed are stored.

  The clutch is in a half-clutch state until the output rotational speed matches the input rotational speed. However, as shown in FIG. 3, the stirring resistance increases with increasing TM oil viscosity at low temperatures, and the synchronization time increases significantly. End up.

  Even at room temperature, an increase in friction due to centrifugal force or the like occurs in accordance with the input rotation speed, and the synchronization time similarly increases.

  Therefore, first, a stirring resistance correction value calculation device 52 is provided so as to cope with an increase in stirring resistance at a low temperature, and the stirring resistance T1 with respect to the input rotational speed at the gear stage before the shift is determined from the stirring resistance map shown in FIGS. The stirring resistance T2 with respect to the input rotation speed at the speed change gear stage is read.

  Next, the agitation resistances T1 and T2 are converted from torque to loads F1 and F2 as shown in Equations 1 and 2 using coefficients α1 and α2 obtained from the synchro specifications and the like.

  Using F1 and F2 obtained by Equation 1 and Equation 2, the initial relative rotational speed ΔN0 and the relative rotational speed ΔNt at that time as shown in FIG. 3 and FIG. Ask. The formula is shown in Formula 3.

  At the time of upshifting, -1 is applied to F1 and F2 of the above formula 3.

  Next, a friction resistance correction value calculation device 53 is provided so as to cope with the increase in friction, and the shift destination gear stage friction Ff is obtained from the friction map shown in FIGS.

  A synchronous load F, which is a final shift load, is obtained from the sum of the basic shift load Fa, the stirring resistance correction value Fd, and the friction correction value Ff obtained above. The formula is shown in Formula 4.

  When synchronization is performed with the obtained synchronous load, as shown in FIG. 6, synchronization can be completed in the same synchronization time as normal, and the feeling of the vehicle is improved.

  In the synchronous control device in the automatic transmission of the first embodiment having the above action, the control device 5 generates a control signal for changing the shift load in accordance with the change in the viscosity of the oil in the transmission range corresponding to the temperature change. Since the output is performed, the synchronization time is controlled to be constant regardless of the temperature change.

  Further, in the synchronous control device in the automatic transmission of the first embodiment, the control device 5 increases the shift load in accordance with the increase in the viscosity of the oil in the shift range at the low temperature, so that the synchronization time is extended at the low temperature. It has the effect of preventing.

  Further, in the synchronous control device in the automatic transmission according to the first embodiment, the basic load calculation device 51 calculates the basic shift load required at normal temperature, so that the low temperature is reduced based on the calculated basic shift load value. By calculating and controlling the shift load value at the time or when the friction increases, there is an effect of preventing the synchronization time from being extended.

  Further, the synchronous control device in the automatic transmission of the first embodiment has a stirring resistance correction at a low temperature by a stirring resistance correction value calculation device 52 for correcting a shift load in accordance with an increase in the viscous resistance of oil at a low temperature. Since the value is calculated and the shift load is corrected based on the calculated agitation resistance correction value, the control is performed based on the corrected shift load, thereby preventing the synchronization time from being extended at low temperatures.

  Furthermore, in the synchronous control device in the automatic transmission of the first embodiment, the friction correction value calculation device 53 calculates a friction resistance correction value according to an increase in friction caused by centrifugal force or the like according to the input rotational speed. Thus, since the shift load is corrected, control is performed based on the corrected shift load, so that an effect of preventing an increase in the synchronization time when the friction is increased is achieved.

  Further, the synchronous control device in the automatic transmission of the first embodiment includes a basic shift load, a stirring resistance correction value obtained from the basic load calculation device 51, the stirring resistance correction value calculation device 52, and the friction correction value calculation device 53. And the friction correction value is added by the adder 54, and the necessary final shift load is calculated and set, so that it is possible to prevent the synchronization time from being extended at low temperatures or when the friction is increased.

  That is, in the first embodiment, the obtained basic shift load, stirring resistance correction value, and friction correction value are added by the adding device 54, and the required final shift load is calculated and set. Because it is controlled by the synchronous load, when the synchronization is completed, the increase in the stirring resistance at low temperatures and the extension of the synchronization time caused by the increase in friction due to centrifugal force can be eliminated, and the shift operation is performed regardless of the change in the speed of the transmission. This improves the feeling of the vehicle when changing the shift.

  In the first embodiment, since the synchronization is performed with the obtained synchronous load, as shown in FIG. 6, the synchronization can be completed in the same synchronization time as the normal time, and a stable and reliable shift operation is realized. Thus, the feeling of the vehicle is improved.

  The above-described embodiments have been illustrated for the purpose of explanation, and the present invention is not limited thereto. Those skilled in the art will recognize from the claims, the detailed description of the invention, and the description of the drawings. Modifications and additions can be made without departing from the technical idea of the present invention.

  Moreover, although the above-mentioned Example demonstrated one example of the usage example of an actuator and a sensor, as this invention, it is not limited to them, The number, arrangement | positioning, and others of an actuator and a sensor are changed as needed. Is possible.

  Furthermore, a mechanism for automatically performing the structure of a conventional manual transmission (MT) or a clutch and its power source can be used as the actuator regardless of hydraulic pressure, pneumatic pressure, or electricity (such as a motor).

  In addition, the present invention can be applied to an embodiment in which the present invention is applied to the above-described conventional automatic transmissions of the second and third manual transmissions and combined.

  In an automatic transmission that performs a shift operation of a manual transmission with an actuator, a control signal that changes a shift load according to a change in oil viscosity in a shift range corresponding to a temperature change, that is, increases a shift load when friction increases is output. Accordingly, it is possible to prevent the synchronization time from being extended when the temperature is low or when the friction is increased, to realize a stable and reliable shift operation, and to be applied to an application that requires improvement in the feeling of the vehicle.

It is a flowchart figure which shows the control procedure of the synchronous control apparatus in the automatic transmission of 1st Example of this invention. 1 is a block diagram illustrating an entire automatic transmission apparatus according to a first embodiment. FIG. FIG. 6 is a block diagram showing functional blocks of synchronous control in the first embodiment and a diagram for explaining a change in a relative rotational speed difference between a pre-shift gear stage and a shift destination gear stage. It is a chart for demonstrating correction value calculation of the stirring resistance based on the stirring resistance map in the first embodiment. It is a chart for demonstrating the correction value calculation of the friction based on the friction map in the 1st Example. It is a diagram for demonstrating the signal waveform of each part in the synchronous control of a 1st Example. It is a diagram for demonstrating the signal waveform of each part in the conventional synchronous control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Manual transmission 2 Automatic transmission 3 Engine 4 Clutch 41 Clutch actuator 42,43 Shift actuator 5 Control apparatus

Claims (7)

In an automatic transmission having an actuator for performing a shifting operation in a manual transmission,
A synchronous control device for an automatic transmission, comprising: a control device that outputs a control signal for changing a shift load in accordance with a change in viscosity of oil in a speed change region corresponding to a temperature change. In claim 1,
A synchronous control device for an automatic transmission, wherein a shift load is increased in accordance with an increase in the viscosity of oil in a transmission region at a low temperature. In claim 2,
A synchronous control device for an automatic transmission, comprising a basic load calculation device for calculating a basic shift load required at room temperature. In claim 3,
A synchronous control device for an automatic transmission, comprising a stirring resistance correction value calculation device for correcting a shift load according to an increase in viscosity resistance of oil at a low temperature. In claim 4,
A synchronous control device in an automatic transmission, comprising a friction correction value calculation device for correcting a shift load in accordance with an increase in friction caused by centrifugal force or the like in accordance with an input rotational speed. In claim 5,
The required shift load is calculated and set from the basic shift load, the stirring resistance correction value calculation device, and the friction correction value obtained from the basic load calculation device, the stirring resistance correction value calculation device, and the friction correction value calculation device. A synchronous control device in an automatic transmission characterized by the above. In claim 1,
A synchronous control device in an automatic transmission, wherein the control device outputs a control signal for changing a shift load in accordance with a rotational speed of the transmission.

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