JP2007333129A - Controller for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for an automatic transmission, which suppresses variations in engine speed in an idling state caused by variations in drag torque of a wet clutch while also suppressing a change in driving force in creep start motion caused by the variations in the drag torque. <P>SOLUTION: A transmission control unit 100 estimates or detects drag torque of clutches 8 and 9 which are frictional conveyance mechanisms to convey torque of an engine 7 to a drive shaft with the clutches 8 and 9 put into slip engagement. The control unit 100 outputs a command for adjusting the torque generated by the engine 7 base on the estimated or detected drag torque, or outputs a command for adjusting pressing load on friction surfaces of the clutches 8 and 9 so that the rotational speed of the engine 7 is kept substantially constant between the time when a vehicle is in a state what is called idling stoppage and the time when the rotational speed of input shafts 41 and 42 substantially accord with the rotational speed of the source of driving force. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an automatic transmission control device, and more particularly to an automatic transmission control device suitable for controlling a transmission used in an automobile.

  An automated manual transmission (hereinafter referred to as “automatic MT”) is a system that automates the operation of a clutch, which is a friction mechanism, and the operation of a synchronous meshing mechanism, which is a gear selection mechanism, using a gear-type transmission used in a manual transmission. Have been developed). As one of them, there is known a twin clutch type automatic MT in which two clutches for transmitting input torque to the transmission are provided and the driving torque is alternately transmitted by the two clutches (for example, Patent Documents 1 and 2). reference). In this twin clutch type automatic MT, when shifting is started, the clutch of the next shift stage is gradually engaged while gradually releasing the clutch that was transmitting torque before shifting, and the driving torque is then shifted before shifting. By changing from the gear ratio equivalent to the gear ratio after shifting, the driving torque can be interrupted and smooth shifting can be performed. The twin clutch type automatic MT may be configured using a dry clutch or a wet clutch.

  In the case of an automatic MT system using a wet clutch as a clutch for transmitting input torque to the transmission, drag torque (drag torque) is generated, so that the load on the engine that is the driving force source fluctuates due to the drag torque. .

  Therefore, a drag torque estimating means and a detecting means are provided, and a difference due to aging is calculated from the difference between the estimated drag torque and the detected drag torque, and when the difference is large, the engine speed is increased. Is known (see, for example, Patent Document 3).

JP 2000-234654 A JP 2001-295898 A JP 2004-218694 A

  However, the one described in Patent Document 3 has a problem in that the engine speed increases. In other words, when the engine is idling stopped, it is desirable that the engine speed change is small. Even if there is no change over time, the drag torque fluctuates when the flow rate or temperature of the lubricating oil to the wet clutch changes, and the engine stops idling. The engine speed in the state fluctuates. Further, when the so-called creep start operation is performed by releasing the brake from the idling stop state, it is desirable that the fluctuation of the engine speed is small, and the vehicle driving force of the creep start operation depends on the magnitude of the drag torque. Will fluctuate.

  An object of the present invention is to provide a control device for an automatic transmission that suppresses fluctuations in engine speed in an idling state due to fluctuations in drag torque of a wet clutch, and suppresses changes in driving force of creep start operation due to fluctuations in drag torque. It is to provide.

(1) In order to achieve the above object, the present invention provides an automatic transmission used in an automatic transmission for a vehicle having a friction transmission mechanism that is connected to an input shaft of the transmission and transmits and blocks power from a driving force source. A control device for a machine that estimates or detects a drag torque of the friction transmission mechanism, and slip-engages the friction transmission mechanism from a so-called idling stop to transmit torque of a driving force source to a drive shaft; The generated torque of the driving force source based on the estimated or detected drag torque so that the rotational speed of the driving force source is kept substantially constant until the rotational speed of the shaft substantially matches the rotational speed of the driving force source. Or a control means for outputting a command for adjusting the pressing load on the friction surface of the friction transmission mechanism to be slip-engaged.
With this configuration, it is possible to suppress fluctuations in the engine speed in the idling state due to fluctuations in the drag torque of the wet clutch, and it is possible to suppress changes in the driving force of the creep start operation due to fluctuations in the drag torque.

  (2) In the above (1), preferably, when the drag torque is increased, the control means outputs a command to increase the generated torque of the driving force source, and the friction transmission mechanism to be slip-engaged. When a command to reduce the pressing load on the friction surface is output and the drag torque decreases, a command to decrease the generated torque of the driving force source is output and the friction surface of the friction transmission mechanism to be slip-engaged is pressed. A command to increase the load is output.

  (3) In the above (1), preferably, the control means detects the rotational speed of the driving force source and the rotational speed of the transmission input shaft or the transmission output shaft, thereby the friction transmission mechanism. And calculating the drag torque of the friction transmission mechanism from the lubricant flow rate to the friction transmission mechanism, the lubricating oil temperature to the friction transmission mechanism, and the rotation difference of the friction surface. It is a thing.

  ADVANTAGE OF THE INVENTION According to this invention, the fluctuation | variation of the engine speed in the idling state by the fluctuation | variation of the drag torque of a wet clutch can be suppressed, and the driving force change of the creep start operation by the fluctuation | variation of a drag torque can be suppressed.

Hereinafter, the configuration and operation of an automatic transmission control apparatus according to an embodiment of the present invention will be described with reference to FIGS.
First, a configuration example of an automobile including the automatic transmission control device according to the present embodiment will be described with reference to FIG. Here, a twin clutch type automatic MT will be described as an example of the automatic transmission.
FIG. 1 is a skeleton diagram showing a system configuration example of an automobile provided with an automatic transmission control device according to an embodiment of the present invention.

  The engine 7, which is a driving force source, has an engine speed sensor (not shown) for measuring the speed of the engine 7, an electronically controlled throttle (not shown) for adjusting the engine torque, and a fuel amount corresponding to the intake air amount. A fuel injection device (not shown) for injection is provided. The engine control unit 101 can control the torque of the engine 7 with high accuracy by operating the intake air amount, fuel amount, ignition timing, and the like. Fuel injection devices include an intake port injection method in which fuel is injected into an intake port or an in-cylinder injection method in which fuel is directly injected into a cylinder. The operating range required for the engine (determined by engine torque and engine speed) It is advantageous to use an engine of a type that can reduce fuel consumption and has good exhaust performance. As a driving force source, not only a gasoline engine but also a diesel engine, a natural gas engine, an electric motor, or the like may be used.

  The automatic transmission 50 includes a first clutch 8, a second clutch 9, a first input shaft 41, a second input shaft 42, an output shaft 43, a first drive gear 1, a second drive gear 2, and a third drive gear 3. , Fourth drive gear 4, fifth drive gear 5, reverse drive gear (not shown), first driven gear 11, second driven gear 12, third driven gear 13, fourth driven gear 14, and fifth driven gear. 15, a reverse drive gear (not shown), a first synchronization meshing mechanism 21, a second synchronization meshing mechanism 22, a third synchronization meshing mechanism 23, a rotation sensor 31, a rotation sensor 32, and a rotation sensor 33 are provided. Thus, the torque of the engine 7 can be transmitted to and cut off from the first input shaft 41 by engaging and releasing the first clutch 8. In addition, the torque of the engine 7 can be transmitted to and cut off from the second input shaft 42 by engaging and releasing the second clutch 9. The first clutch 8 and the second clutch 9 are wet multi-plate clutches in this embodiment.

  The second input shaft 42 is hollow, and the first input shaft 41 passes through the hollow portion of the second input shaft 42 and can be moved relative to the second input shaft 42 in the rotational direction. ing.

  A first drive gear 1, a third drive gear 3, a fifth drive gear 5, and a reverse drive gear (not shown) are fixed to the second input shaft 42. For the first input shaft 1241, It is free to rotate. Further, the second drive gear 2 and the fourth drive gear 4 are fixed to the first input shaft 41, and the second input shaft 42 is configured to be capable of relative movement in the rotational direction. Yes.

  A sensor 31 is provided as means for detecting the rotational speed of the first input shaft 41, and a sensor 32 is provided as means for detecting the rotational speed of the second input shaft 42.

  On the other hand, the output shaft 43 is provided with a first driven gear 11, a second driven gear 12, a third driven gear 13, a fourth driven gear 14, a fifth driven gear 15, and a reverse driven gear (not shown). Yes. The first driven gear 11, the second driven gear 12, the third driven gear 13, the fourth driven gear 14, the fifth driven gear 15, and the reverse driven gear (not shown) are provided to be rotatable with respect to the output shaft 43. ing.

  A sensor 33 is provided as means for detecting the rotation speed of the output shaft 43.

  Among these gears, the first drive gear 1, the first driven gear 11, the second drive gear 2, and the second driven gear 12 are engaged with each other. Further, the third drive gear 3 and the third driven gear 13 are engaged with the fourth drive gear 4 and the fourth driven gear 14, respectively. Further, the fifth drive gear 5 and the fifth driven gear 15 are engaged with each other. A reverse drive gear (not shown), an idler gear (not shown), and a reverse driven gear (not shown) are engaged with each other.

  Further, between the first driven gear 11 and the third driven gear 13, the first synchronous gear 11 is engaged with the output shaft 43, or the third driven gear 13 is engaged with the output shaft 43. A meshing mechanism 21 is provided.

  Further, between the second driven gear 12 and the fourth driven gear 14, the third drive gear 12 is engaged with the output shaft 43, or the fourth driven gear 14 is engaged with the output shaft 43. A meshing mechanism 23 is provided.

Further, the fifth driven gear 15 is provided with a second synchronous meshing mechanism 22 that engages the fifth driven gear 15 with the output shaft 43.

  A transmission piston 100 (not shown) and a shift fork (not shown) provided in the shift actuator 61 are controlled by the transmission control unit 100 by controlling the currents of the solenoid valve 105c and the solenoid valve 105d provided in the hydraulic mechanism 105. The position or load of the first synchronous meshing mechanism 21 is controlled via the first driven gear 11 or the third driven gear 13 so that the rotational torque of the second input shaft 42 is increased. It can be transmitted to the output shaft 43 via the 1-synchronizing mechanism 21. Here, by increasing the current of the solenoid valve 105d, a load is applied in the direction in which the first synchronous meshing mechanism 21 moves to the first driven gear 11 side, and by increasing the current of the solenoid valve 105c, the first A load is applied in a direction in which the synchronous meshing mechanism 21 moves to the third driven gear 13 side. The shift actuator 61 is provided with a position sensor 61a (not shown) for measuring the position of the first synchronous meshing mechanism 21.

  Further, the transmission control unit 100 controls the currents of the electromagnetic valve 105e and the electromagnetic valve 105f provided in the hydraulic mechanism 105, so that a hydraulic piston (not shown) and a shift fork (not shown) provided in the shift actuator 62 are provided. By controlling the position or load of the second synchronous meshing mechanism 22 via the fifth driven gear 15 via the second synchronous meshing mechanism 22, the rotational torque of the second input shaft 42 is controlled by the second synchronous meshing mechanism. 22 to the output shaft 43. The shift actuator 62 is provided with a position sensor 62a (not shown) for measuring the position of the second synchronous meshing mechanism 22.

  Further, the transmission control unit 100 controls the currents of the electromagnetic valves 105g and 105h provided in the hydraulic mechanism 105, whereby a hydraulic piston (not shown) and a shift fork (not shown) provided in the shift actuator 63 are controlled. By controlling the position or load of the third synchronous mesh mechanism 23 via the second driven gear 12 or the fourth driven gear 14 via the third synchronous gear mechanism 23 (not shown), the rotational torque of the first input shaft 41 is increased. , And can be transmitted to the output shaft 43 via the third synchronous meshing mechanism 23. The shift actuator 63 is provided with a position sensor 63a (not shown) that measures the position of the third synchronous meshing mechanism 23.

  Thus, from the first drive gear 1, the second drive gear 2, the third drive gear 3, the fourth drive gear 4, and the fifth drive gear 5, the first driven gear 11, the second driven gear 12, and the third driven gear. 13, the rotational torque of the transmission input shaft 41 transmitted to the transmission output shaft 43 via the fourth driven gear 14 and the fifth driven gear 15 is a differential gear (not shown) connected to the transmission output shaft 43. ) To the axle (not shown).

  The transmission control unit 100 controls the pressure plate (not shown) provided in the first clutch 8 by controlling the current of the electromagnetic valve 105a provided in the hydraulic mechanism 105, and the first clutch 8 transmission torque is controlled.

  Further, the transmission control unit 100 controls the current of the electromagnetic valve 105b provided in the hydraulic mechanism 105, thereby controlling the pressure plate (not shown) provided in the second clutch 9, and the second clutch. The transmission torque 9 is controlled.

  Further, the transmission control unit 100 controls the current of an electromagnetic valve 105i provided in the hydraulic mechanism 105, thereby controlling a lubrication mechanism (not shown) and controlling the flow rate of lubricating oil to the first clutch 8 in the previous period. To do.

  Further, the transmission control unit 100 controls the current of an electromagnetic valve 105j provided in the hydraulic mechanism 105, thereby controlling a lubrication mechanism (not shown) and controlling the flow rate of lubricating oil to the second clutch 9 in the previous period. To do.

  Further, a range position signal indicating a shift lever position such as a P range, an R range, an N range, or a D range is input from the lever device 106 to the transmission control unit 100.

  The transmission control unit 100 and the engine control unit 101 transmit / receive information to / from each other through the communication unit 103.

  The shift actuator 61 is controlled by the electromagnetic valve 105c and the electromagnetic valve 105d, the first synchronous meshing mechanism 21 and the first driven gear 11 are meshed, and the second clutch 9 is engaged, so that the first speed traveling is achieved.

  The shift actuator 63 is controlled by the electromagnetic valve 105g and the electromagnetic valve 105h, the third synchronous meshing mechanism 23 and the second driven gear 12 are meshed, and the first clutch 8 is engaged, so that the second speed traveling is achieved.

  The shift actuator 61 is controlled by the electromagnetic valve 105c and the electromagnetic valve 105d, the first synchronous meshing mechanism 21 and the third driven gear 13 are meshed, and the second clutch 9 is engaged, so that the third speed traveling is achieved.

  The shift actuator 63 is controlled by the solenoid valve 105g and the solenoid valve 105h, the third synchronous meshing mechanism 23 and the fourth driven gear 14 are meshed, and the first clutch 8 is engaged, so that the fourth speed travel is achieved.

  The shift actuator 62 is controlled by the electromagnetic valve 105e and the electromagnetic valve 105f, the second synchronous meshing mechanism 22 and the fifth driven gear 15 are meshed, and the second clutch 9 is engaged, so that the fifth speed traveling is achieved.

  The shift actuator 62 is controlled by the electromagnetic valve 105e and the electromagnetic valve 105f, the second synchronous meshing mechanism 22 and the reverse driven gear (not shown) are meshed, and the second clutch 9 is engaged to achieve reverse gear travel. .

  Here, for example, when the first gear starts from the neutral state, the shift actuator 61 is controlled by the solenoid valve 105c and the solenoid valve 105d, and the solenoid valve 105b is moved from the state where the first synchronous meshing mechanism 21 and the first driven gear 11 are meshed. Is performed by gradually engaging the second clutch 9.

  The twin-clutch automatic MT includes a plurality of friction transmission mechanisms (first clutch 8 and second clutch 9) that transmit and cut off the power of the driving force source by adjusting the pressing load on the friction surface, and a plurality of friction transmissions. A plurality of transmission input shafts (first input shaft 41, second input shaft 42) respectively connected to the mechanism, and a plurality of spaces between the plurality of transmission input shafts and the transmission output shaft (transmission output shaft 43). A plurality of gear trains (drive gears 1, 2, 3, 4, 5; driven gears 11, 12, 13, 5) selectively connected by a selection operation of the synchronous mesh mechanisms (synchronous mesh mechanisms 21, 22, 23). 14, 15) and a plurality of operating mechanisms (shift actuators 61, 62, 63) that adjust the pressing loads of the plurality of friction transmission mechanisms. The transmission input shaft to which one friction transmission mechanism is connected and the transmission output shaft are connected via a gear train, the other friction transmission mechanism is released, and one friction transmission mechanism is slip-engaged. By doing so, the torque of the driving force source is transmitted to the driving shaft to start.

  In this embodiment, the first clutch 8 and the second clutch 9 are operated as a hydraulic mechanism using an electromagnetic valve, but the clutch is operated using an electric motor and a reduction gear. It is also possible to use a configuration in which the pressure plate of the clutch is controlled by an electromagnetic coil, or other mechanisms for controlling the first clutch 8 and the second clutch 9 can be used.

Next, the input / output signal relationship between the transmission control unit 100 and the engine control unit 101 in the automobile equipped with the automatic transmission control device according to the present embodiment will be described with reference to FIG.
FIG. 2 is a block diagram showing an input / output signal relationship between a transmission control unit and an engine control unit in an automobile equipped with an automatic transmission control device according to an embodiment of the present invention.

  The transmission control unit 100 is configured as a control unit including an input unit 100i, an output unit 100o, and a computer 100c. Similarly, the engine control unit 101 is also configured as a control unit including an input unit 101i, an output unit 101o, and a computer 101c.

  An engine torque command value TTe is transmitted from the transmission control unit 100 to the engine control unit 101 using the communication means 103, and the engine control unit 101 realizes the TTe so that the intake air amount, fuel amount, Controls ignition timing and the like (not shown). The engine control unit 101 includes engine torque detection means (not shown) that serves as input torque to the transmission. The engine 7 generates the engine speed Ne and the engine 7 is generated by the engine control unit 101. Torque Te is detected and transmitted to transmission control unit 100 using communication means 103. As the engine torque detection means, a torque sensor may be used, or estimation means based on engine parameters such as the injection pulse width of the injector, the pressure in the intake pipe, the engine speed, and the like may be used. Further, the engine control unit 101 is provided with setting means for setting the target rotational speed at idling, and the idling correction torque TTidl is transmitted from the transmission control unit 100 to the engine control unit 101 using the communication means 103, and the engine The control unit 101 controls the intake air amount, the fuel amount, the ignition timing, and the like using the idling correction torque TTidl so that the engine speed follows the target speed at idling. Further, the idling target rotational speed Nidl is transmitted from the engine control unit 101 to the transmission control unit 100 using the communication means 103.

  The transmission control unit 100 controls the current of the electromagnetic valve 105a and engages the first clutch 8 by adjusting the voltage V_cl applied to the electromagnetic valve 105a in order to realize a desired first clutch transmission torque. ·release.

  Further, the transmission control unit 100 controls the current of the electromagnetic valve 105b by adjusting the voltage V_clb applied to the electromagnetic valve 105b in order to realize the desired second clutch transmission torque, and the second clutch 9 is Engage / release.

  Further, the transmission control unit 100 adjusts the voltages V1_slv1 and V2_slv1 applied to the electromagnetic valves 105c and 105d in order to realize a desired position of the first synchronous meshing mechanism 21, whereby the electromagnetic valves 105c and 105d. The current is controlled, and the first synchronous meshing mechanism 21 is meshed / released.

  Further, the transmission control unit 100 adjusts the voltages V1_slv2 and V2_slv2 applied to the electromagnetic valves 105e and 105f in order to realize a desired position of the second synchronization meshing mechanism 22, so that the electromagnetic valves 105e and 105f The current is controlled, and the second synchronous meshing mechanism 22 is meshed / released.

  Further, the transmission control unit 100 adjusts the voltages V1_slv3 and V2_slv3 applied to the electromagnetic valves 105g and 105h in order to realize a desired position of the third synchronization meshing mechanism 23, whereby the electromagnetic valves 105g and 105h. The current is controlled, and the third synchronization meshing mechanism 23 is meshed / released.

  Further, the transmission control unit 100 adjusts the voltages V_luba and V_lubb applied to the electromagnetic valves 105i and 105j, thereby controlling the currents of the electromagnetic valves 105i and 105j, and applying desired voltages to the first clutch 8 and the second clutch 9. Achieving a lubricant flow rate of

  The transmission control unit 100 is provided with a current detection circuit (not shown), and controls the current of each solenoid valve by changing the voltage output so that the current of each solenoid valve follows the target current. is doing.

  The transmission control unit 100 receives the first input shaft rotation speed NiA, the second input shaft rotation speed NiB, and the output shaft rotation speed No from the rotation sensor 31, the rotation sensor 32, and the rotation sensor 33, respectively. From the lever device 301, the range position signal RngPos indicating the shift lever position such as the P range, R range, N range, D range, etc., the accelerator pedal depression amount Aps from the accelerator opening sensor 302, and whether the brake is depressed An ON / OFF signal Brk from the brake switch 304 that detects whether or not is input.

  Further, the lubricant temperature TEMPlub is input to the transmission control unit 100 from an oil temperature sensor 203 that measures the temperature of the lubricant within the transmission 50.

  The transmission control unit 100 also includes a first clutch hydraulic pressure from a first clutch pressure sensor 8a that measures the hydraulic pressure of the first clutch 8 and a second clutch pressure sensor 9a that measures the hydraulic pressure of the second clutch 9. RPcl and the second clutch hydraulic pressure RPclb are input.

  The transmission control unit 100 includes a first clutch flow sensor 8b that measures the lubricant flow rate to the first clutch 8 and a second clutch flow sensor 9b that measures the lubricant flow rate to the second clutch 9, respectively. The first clutch lubricating oil flow rate RLcl and the second clutch lubricating oil flow rate RLclb are input.

  In addition, the transmission control unit 100 includes a first synchronization mesh mechanism 21, a second synchronization mesh mechanism 22, a third synchronization mesh from the sleeve 1 position sensor 61a, the sleeve 2 position sensor 62a, and the sleeve 3 position sensor 63a. A sleeve 1 position RPslv1, a sleeve 2 position RPslv2, and a sleeve 3 position RPslv3 indicating the stroke positions of the mechanism 23 are input.

  For example, when the driver depresses the accelerator pedal with the shift range set to the D range or the like, the transmission control unit 100 determines that the driver is willing to start and accelerate, and the driver depresses the brake pedal. When it is retracted, it is determined that the driver intends to decelerate and stop, the engine torque command value TTe is set so that the driver's intention is realized, and the first clutch 8 and the second clutch 9 are desired. The applied voltage V_cla to the electromagnetic valve 105a and the applied voltage V_clb to the electromagnetic valve 105b are adjusted so that the transmission torques Tcl and Tclb are equal.

  In addition, a target shift speed is set from the vehicle speed Vsp calculated from the output shaft rotation speed No and the accelerator pedal depression amount Aps, and an engine torque command value TTe is set so as to execute a shift operation to the set shift speed. The applied voltage V_cla to the electromagnetic valve 105a and the applied voltage V_clb to the electromagnetic valve 105b are adjusted so that the first clutch 8 and the second clutch 9 have desired transmission torques Tcl and Tclb, and a desired synchronous meshing mechanism. Are adjusted so that the applied voltages V1_slv1, V2_slv1, V1_slv2, V2_slv2, V1_slv3, and V2_slv3 are applied to the solenoid valves 105c, 105d, 105e, 105f, 105g, and 105h.

Next, specific control contents of idling correction control and creep start control by the automatic transmission control device according to the present embodiment will be described with reference to FIGS.
FIG. 3 is a flowchart showing an outline of the entire control content of the idling correction control and the creep start control by the control device for the automatic transmission according to the embodiment of the present invention.

  The control flow includes step 301 (creep torque calculation), step 302 (drag torque calculation), step 303 (clutch torque calculation), and step 304 (engine correction torque calculation).

  The content of FIG. 3 is programmed in the computer 100c of the transmission control unit 100, and is repeatedly executed at a predetermined cycle. That is, the following processing of steps 301 to 304 is executed by the transmission control unit 100.

  Details of step 301 (creep torque calculation) are shown in FIG. 4, details of step 302 (drag torque calculation) are shown in FIG. 5, details of step 303 (clutch torque calculation) are shown in FIG. Details of the engine correction torque calculation are shown in FIG.

Next, details of step 301 (creep torque calculation) in FIG. 3 will be described with reference to FIG.
FIG. 4 is a flowchart showing an outline of the control content of creep torque calculation in the idling correction control and the creep start control by the automatic transmission control device according to the embodiment of the present invention.

  In step 401, the computer 100c determines whether or not the gear is engaged. If the gear is not in the engaged position, the computer 100c proceeds to step 405, and sets the clutch creep torque basic value Tcrp_clh0 and the engine creep torque basic value Tcrp_eng0. Set each to 0 and go to step 410. If the gear is engaged, the process proceeds to step 402.

  Next, in step 402, it is determined whether or not the brake is stepped on using the ON / OFF signal Brk from the brake switch 202. If the brake is stepped on, the routine proceeds to step 406 and the clutch creep torque basics are determined. The value Tcrp_clh0 and the engine creep torque basic value Tcrp_eng0 are set to 0, and the process proceeds to step 410. If the brake is not depressed, the process proceeds to step 403.

  Next, in step 403, it is determined whether or not the gear position used for the creep start is the first speed. If the gear position starts at the first speed, the process proceeds to step 407, and the output shaft rotational speed No × first speed gear ratio Gear1 is set. The clutch creep torque basic value Tcrp_clh0 is set by the input function f1, and the engine creep torque basic value Tcrp_eng0 is set by the function g1 having the output shaft rotational speed No × first gear ratio Gear1 as input. Proceed to When it is not the first speed start, the routine proceeds to step 404.

  Next, in step 404, it is determined whether or not the gear position used for the creep start is the second speed. When starting in the second speed, the process proceeds to step 408, where the output shaft rotational speed No × second speed gear ratio Gear2 is set. The clutch creep torque basic value Tcrp_clh0 is set by the input function f2, and the engine creep torque basic value Tcrp_eng0 is set by the function g2 having the output shaft rotational speed No × second gear ratio Gear2 as input. Proceed to When the vehicle is not in the 2nd speed, the routine proceeds to step 409, where the clutch creep torque basic value Tcrp_clh0 is set by the function fR with the output shaft rotational speed No × the reverse gear ratio GearR as an input, and the output shaft rotational speed No × reverse. The engine creep torque basic value Tcrp_eng0 is set by the function gR using the speed gear ratio GearR as input, and the process proceeds to step 410.

  Here, the function f1 is set to a relatively large value when the output shaft speed No.times.1st gear ratio Gear1 is close to 0, that is, close to the vehicle stopped state, and in a region where the output shaft speed No.times.1st gear ratio Gear1 is large. Is preferably the same value as around 0 or a relatively small value. The setting of the functions f2 and fR is the same.

  The function g1 is a relatively large value when the output shaft speed No.times.1st gear ratio Gear1 is near 0, that is, when the vehicle is in a stopped state, and in a region where the output shaft speed No.times.1st gear ratio Gear1 is large. Is preferably set to be small, and gradually decreases as the output shaft rotational speed No.times.1st gear ratio Gear1 approaches the target rotational speed Nidl during idling, and is set to near 0 in a region larger than the target rotational speed Nidl during idling. Is desirable. The setting of the functions g2 and gR is the same.

  When Steps 405 to 409 are completed, in Step 410, a clutch creep torque Tcrp_clh is calculated by performing a change amount limiting process for preventing a sudden change in the clutch creep torque basic value Tcrp_clh0, a so-called dynamic limiter process, and Step 411. Proceed to

  Next, at step 411, the engine creep torque Tcrp_eng0 is calculated for the engine creep torque basic value Tcrp_eng0 by performing a change limiting process for preventing sudden change in value, so-called dynamic limiter process.

  In the present embodiment, the creep torque is set by a function having the output shaft rotational speed No.times.gear ratio as an input, but the vehicle speed may be an input.

  Further, in this embodiment, the gear used for starting is configured as three cases of 1st speed, 2nd speed, and reverse, but in addition to this embodiment, creep torque such as 3rd speed, 4th speed, etc. is also provided. It is good also as a composition to set up.

  Still further, in the case of a vehicle provided with a so-called power mode switch or a sports mode switch, the case of using the power mode switch or the sports mode switch is added to FIG. 4, and the setting of the creep torque can be adjusted. It is good also as a structure.

Next, details of step 302 (drag torque calculation) in FIG. 3 will be described with reference to FIG.
FIG. 5 is a flowchart showing an outline of control contents of drag torque calculation in the idling correction control and the creep start control by the control device for the automatic transmission according to the embodiment of the present invention.

  First, in step 501, the computer 100c calculates the first clutch rotational difference DNiA by performing absolute value processing on the difference between the engine rotational speed Ne and the first input shaft rotational speed NiA.

  Next, in step 502, the second clutch rotational difference DNiB is calculated by performing absolute value processing on the difference between the engine rotational speed Ne and the second input shaft rotational speed NiB.

  Next, at step 503, the first clutch drag torque Tdrg_A is calculated by a function d1 having the lubricating oil temperature TEMPlub, the first clutch hydraulic pressure RPcl, the first clutch lubricating oil flow rate RLcl, and the first clutch rotational difference DNiA as inputs.

  Next, at step 504, the second clutch drag torque Tdrg_B is calculated by a function d2 having the lubricating oil temperature TEMPlub, the second clutch hydraulic pressure RPclb, the second clutch lubricating oil flow rate RLclb, and the second clutch rotational difference DNiB as inputs.

  Here, the functions d1 and d2 are set to values obtained by measuring the drag torque characteristics of the first clutch 8 and the second clutch 9 when the lubricant temperature, the clutch hydraulic pressure, the clutch lubricant flow rate, and the clutch rotational difference are changed. It is desirable to do.

  In this embodiment, the clutch hydraulic pressure is used as one of the calculation parameters. However, the calculation may be performed by estimating the stroke of the clutch pressure plate.

  In this embodiment, the clutch lubricating oil temperature is used as one of the calculation parameters. However, a method of calculating by estimating the friction surface oil temperature of each clutch may be used.

  In this embodiment, the clutch lubricating oil flow rate by the flow rate sensor is used as one of the calculation parameters, but the voltages V_luba and V_lubb applied to the electromagnetic valves 105i and 105j for controlling the lubricating flow rate to each clutch are used. It is good also as a method of calculating with the estimated flow volume.

  In this embodiment, the drag torque is estimated using the lubricating oil temperature, the clutch hydraulic pressure, the clutch lubricating oil flow rate, and the clutch rotation difference. However, a torque sensor is provided to provide the first clutch 8 and the second clutch 9. A method for detecting the drag torque is also possible.

  In this embodiment, since the first clutch 8 and the second clutch 9 are operated as a hydraulic mechanism using an electromagnetic valve, the clutch hydraulic pressure is used for the drag torque estimation calculation. In the case of an electric actuator that operates the clutch using an electric motor and a reduction gear, the clutch stroke is indirectly detected by detecting the rotation of the electric motor, and the drag torque is detected using the clutch stroke. The estimation calculation may be performed.

  In the present embodiment, the rotation sensors 31, 32 are used to detect the rotation speeds of the first input shaft rotation speed NiA and the second input shaft rotation speed NiB, and the first clutch rotation difference DNiA and the second clutch rotation speed are detected. Although the difference DNiB is calculated, the conversion value corresponding to the input shaft rotation speed may be calculated using the output shaft rotation speed No and the gear ratio of the gear pair connected to the meshing transmission mechanism. .

Next, details of step 303 (clutch torque calculation) in FIG. 3 will be described with reference to FIG.
FIG. 6 is a flowchart showing an outline of the control content of the clutch torque calculation in the idling correction control and the creep start control by the control device for the automatic transmission according to the embodiment of the present invention.

  First, in step 601, the computer 100c determines whether or not the gear is engaged. If the gear is not in the engaged position, the process proceeds to step 605, where the target torque Tcl of the first clutch 8 and the second clutch 9 are determined. Both target torques Tclb are set to zero. If the gear is engaged, the process proceeds to step 602.

  Next, in step 602, it is determined whether or not the brake is stepped on using the ON / OFF signal Brk from the brake switch 202. If the brake is stepped on, the process proceeds to step 606, where the first clutch 8 Both the target torque Tcl and the target torque Tclb of the second clutch 9 are set to zero. If the brake is not depressed, the process proceeds to step 603.

  Next, in step 603, it is determined whether or not the gear position used for the creep start is the first speed. When starting at the first speed, the process proceeds to step 607, where the target torque Tcl of the first clutch 8 is set to 0, The target torque Tclb of the second clutch 9 is a value obtained by subtracting the second clutch drag torque Tdrg_B, which is the calculation result of step 504 of FIG. 5, from the clutch creep torque Tcrp_clh which is the calculation result of step 410 of FIG. In subtraction, a value obtained by lowering the subtraction result with 0 is used. With this configuration, the transmission torque of the second clutch 9 is controlled so as to realize the clutch creep torque Tcrp_clh even when the drag torque of the second clutch 9 fluctuates. If it is not the first speed start, the process proceeds to step 604.

  Next, in step 604, it is determined whether or not the gear position used for the creep start is the second speed. When starting in the second speed, the process proceeds to step 608, where the target torque Tclb of the second clutch 9 is set to 0, The target torque Tcl of the first clutch 8 is a value obtained by subtracting the first clutch drag torque Tdrg_A, which is the calculation result of Step 503 in FIG. 5, from the clutch creep torque Tcrp_clh, which is the calculation result of Step 410 in FIG. In subtraction, a value obtained by lowering the subtraction result with 0 is used. With this configuration, the transmission torque of the first clutch 8 is controlled so as to realize the clutch creep torque Tcrp_clh even when the drag torque of the first clutch 8 varies.

  When the start is not the second speed, that is, when the creep start is performed by the reverse gear, the routine proceeds to step 409, where the target torque Tcl of the first clutch 8 is set to 0, and the target torque Tclb of the second clutch 9 is the calculation result of step 410 of FIG. A value obtained by subtracting the second clutch drag torque Tdrg_B, which is the calculation result of step 504 in FIG. 5, from a certain clutch creep torque Tcrp_clh. In subtraction, a value obtained by lowering the subtraction result with 0 is used.

  In order to realize the target torque Tcl of the first clutch 8 and the target torque Tclb of the second clutch 9 set in steps 605 to 609, the transmission control unit 100 applies the applied voltage V_cl to the electromagnetic valve 105a, the electromagnetic valve 105b. The applied voltage V_clb is adjusted.

  Specifically, the transmission control unit 100 determines the target torque Tcl of the first clutch 8 and the second clutch 9 from the effective radius, friction coefficient, and number of friction surfaces of the friction surfaces of the first clutch 8 and the second clutch 9. The target torque Tclb of the first clutch 8 is converted into the friction surface pressing load TFClb of the first clutch 8 and the friction surface pressing load TFclb of the second clutch 9, and the pressure receiving areas of the hydraulic pistons of the first clutch 8 and the second clutch 9 are further converted. , Using the compression equivalent pressure of each return spring, the friction surface pressing load TFClb of the first clutch 8 and the friction surface pressing load TFclb of the second clutch 9 are set to the target hydraulic pressure TPcl of the first clutch 8 and the target of the second clutch 9. Convert to hydraulic TPclb. Further, the target hydraulic pressure TPcl of the first clutch 8 and the target hydraulic pressure TPclb of the second clutch 9 are converted into target currents of the electromagnetic valve 105a and the electromagnetic valve 105b from the characteristics of the hydraulic pressure and current of the electromagnetic valves 105a and 105b. The transmission control unit 100 is provided with a current detection circuit (not shown), and the applied voltage V_cl to the solenoid valve 105a and the solenoid valve 105b so that the currents of the solenoid valves 105a and 105b follow the target current. The applied voltage V_clb is adjusted.

  As described above, the transmission control unit 100 applies the applied voltage V_cl to the electromagnetic valve 105a and the applied to the electromagnetic valve 105b so that the target torque Tcl of the first clutch 8 and the target torque Tclb of the second clutch 9 are realized. The voltage V_clb is adjusted.

  In this embodiment, the gears used for starting are configured as three cases of 1st speed, 2nd speed, and reverse, but in the same manner as in FIG. 4, in addition to this embodiment, 3rd speed, 4th speed, etc. The torque at the time of creep start may also be calculated.

  In this embodiment, the clutch drag torque is subtracted from the clutch creep torque Tcrp_clh in calculating the target torque of the clutch. However, a gain function with the clutch drag torque as an input is provided to provide the clutch creep. The target torque of the clutch may be calculated by multiplying the torque Tcrp_clh by a gain.

Next, details of step 304 (engine correction torque calculation) in FIG. 3 will be described with reference to FIG.
FIG. 7 is a flowchart showing an outline of the control content of the engine correction torque calculation in the idling correction control and the creep start control by the automatic transmission control device according to the embodiment of the present invention.

  First, in step 701, the computer 100c sets the first clutch load torque adjustment gain Gloss_A by a function h1 having a value obtained by dividing the first input shaft rotational speed NiA by the idling target rotational speed Nidl, The second clutch load torque adjustment gain Gloss_B is set by a function h2 using as an input a value obtained by dividing the second input shaft rotational speed NiB by the idling target rotational speed Nidl.

  Here, the function h1 sets a gain of 1 when (first input shaft rotational speed NiA ÷ idling target rotational speed Nidl) is close to 0, that is, near a stop state, and (first input shaft rotational speed NiA ÷ idling). As the target rotational speed (Nidl) approaches 1, the value gradually approaches a small value near zero gain, and in the region where (first input shaft rotational speed NiA / idling target rotational speed Nidl) is 1 or more, the gain is near zero. It is desirable to set a small value of. The same applies to the setting of the function h2.

  Next, in step 702, the first clutch load correction torque Tloss_A is calculated by multiplying the first clutch drag torque Tdrg_A, which is the calculation result of step 503 in FIG. 5, by the first clutch load torque adjustment gain Gloss_A. Further, the second clutch load correction torque Tloss_B is calculated by multiplying the second clutch drag torque Tdrg_B, which is the calculation result of step 504 in FIG. 5, by the second clutch load torque adjustment gain Gloss_B.

  Next, in step 703, the clutch load correction torque Tloss is calculated by adding the first clutch load correction torque Tloss_A and the second clutch load correction torque Tloss_B.

  Next, in step 704, the engine creep torque Tcrp_eng, which is the calculation result of step 411 in FIG. 4, is compared with the clutch load correction torque Tloss. If the engine creep torque Tcrp_eng is large, the process proceeds to step 705, and the engine proceeds to step 705. The creep torque Tcrp_eng for use is set as an idling correction torque TTid1. When the clutch load correction torque Tloss is large, the routine proceeds to step 706, where the clutch load correction torque Tloss is set to the idling correction torque TTid1.

  The set idling correction torque TTidl is transmitted from the transmission control unit 100 to the engine control unit 101 using the communication means 103. The engine control unit 101 performs control such that the engine speed follows the target speed at idling using the idling correction torque TTidl.

Next, a first control example of idling correction control and creep start control by the automatic transmission control device according to the present embodiment will be described with reference to FIG.
FIG. 8 is a time chart showing a first control example of idling correction control and creep start control by the automatic transmission control device according to the embodiment of the present invention.

  FIG. 8 shows an example of control in the case of creep start from idling standby when configured as shown in FIGS. This control example shows the control contents when the brake pedal is depressed to select the D range from the state where the vehicle is stopped in the N range, the brake is released, and the creep starts with the first speed.

  In FIG. 8, FIG. 8 (A) shows the range position signal RngPos. FIG. 8B shows the sleeve 1 position RPslv1. N represents a neutral position, and 1st represents a meshing position on the first speed side. FIG. 8C shows the drag torque of the second clutch. FIG. 8D shows the pressing load on the friction surface of the second clutch. FIG. 8E shows the hydraulic pressure RPclb of the second clutch. The solid line in FIG. 8F indicates the engine speed Ne, and the dotted line in FIG. 8F indicates the second input shaft speed NiB. FIG. 8G shows the throttle opening of the electronically controlled throttle of the engine 7. FIG. 8H shows the longitudinal acceleration of the vehicle.

  Prior to time t1, as shown in FIG. 8A, the range position signal RngPos is “N”, and as shown in FIG. 8B, the sleeve 1 position RPslv1 is in the neutral position N, and is waiting for neutral idling. State. At this time, the drag torque of the second clutch is slightly generated as shown in FIG. 8C, and the idling correction torque TTidl is set in step 706 of FIG. 7, and the throttle opening in FIG. The engine speed is slightly more open than 0, and the engine speed in FIG. 8F is maintained at a substantially constant value.

  When the range position signal RngPos is switched from the “N” to the “D” range at time t1, the current of the electromagnetic valve 105d is controlled by the transmission control unit 100. From time t1 to time t2, the range shown in FIG. The sleeve 1 position RPslv1 moves from the neutral position N to the 1st speed engagement position 1st. At this time, the second input shaft rotational speed NiB in FIG. 8F decreases to 0, and the drag torque of the second clutch in FIG. 8C increases. The drag torque of the second clutch is estimated and calculated in step 504 in FIG. 5, and the idling correction torque TTidl is set in step 706 in FIG. 7, so that the throttle opening in FIG. The engine speed of 8 (F) is maintained at a substantially constant value.

  At time t2, when it is determined that the sleeve 1 position RPslv1 in FIG. 8B is the 1st position of the first speed engagement position, the return spring of the second clutch is compressed and put into a standby state. The current of the solenoid valve 105b is controlled, and the hydraulic pressure RPclb of the second clutch in FIG. As the hydraulic pressure of the second clutch increases, the drag torque of the second clutch in FIG. 8C increases. The drag torque of the second clutch is estimated and calculated in step 504 in FIG. 5, and the idling correction torque TTidl is set in step 706 in FIG. 7, so that the throttle opening in FIG. The engine speed of 8 (F) is maintained at a substantially constant value.

  When the brake is released at time t3, the clutch creep torque Tcrp_clh is gradually increased from 0 in step 410 in FIG. 4, and the second clutch 9 is increased in step 607 in FIG. 6 as the clutch creep torque Tcrp_clh increases. The target torque Tclb gradually increases, and as the target torque Tclb of the second clutch 9 increases, the pressing load on the friction surface of the second clutch in FIG. 8D gradually increases, and the second clutch in FIG. As the pressing load on the friction surface increases, the second clutch hydraulic pressure RPclb in FIG. 8E gradually increases. As the second clutch hydraulic pressure RPclb increases, the propulsive force of the vehicle, that is, the vehicle longitudinal acceleration in FIG. 8 (H) increases, the second input shaft rotational speed NiB in FIG. 8 (F) increases, and the engine rotational speed Ne. Asymptotically. In the vicinity of time t3 ′, the drag torque of the second clutch in FIG. 8C increases or decreases, but calculation is performed so that the target torque Tclb of the second clutch 9 absorbs fluctuations by step 607 in FIG. Then, the pressing load on the friction surface of the second clutch in FIG. 8 (D) slightly increases and then increases again. As the pressing load on the friction surface of the second clutch in FIG. 8D decreases and increases, the second clutch hydraulic pressure RPclb in FIG. 8E also slightly decreases and increases. As a result, the drag torque fluctuation of the second clutch in FIG. 8C does not appear in the vehicle acceleration in FIG. 8H, and the creep operation proceeds smoothly.

Further, the engine creep torque Tcrp_eng is gradually increased from 0 by step 411 in FIG. 4, and the idling correction torque TTidl is gradually increased by step 704, step 705, and step 706 in FIG. 7 as the engine creep torque Tcrp_eng increases. 8 (G) increases, the second input shaft speed NiB in FIG. 8 (F) increases, and the engine speed Ne in FIG. 8 (F) is kept constant.
The creep start is completed at time t4 when the second input shaft rotational speed NiB coincides with the engine rotational speed Ne, and the vehicle longitudinal acceleration in FIG.

  As shown in FIG. 8, by setting the idling correction torque and the clutch torque using the drag torque of the clutch, it is possible to suppress the engine speed fluctuation at idling due to the fluctuation of the clutch drag torque, When performing a creep start operation from idling, it is possible to suppress a variation in creep torque due to a variation in clutch drag torque, that is, a variation in vehicle acceleration.

Next, a second control example of idling correction control and creep start control by the automatic transmission control device according to the present embodiment will be described with reference to FIG.
FIG. 9 is a time chart showing a second control example of idling correction control and creep start control by the automatic transmission control device according to the embodiment of the present invention. 9 (A), (B), (C), (D), (E), (F), (G), and (H) are shown in FIGS. 8 (A), (B), and (C). , (D), (E), (F), (G), (H).

  FIG. 9 shows an example of control in the case where the vehicle starts creeping from idling standby when configured as shown in FIGS. This control example shows the control contents when the brake pedal is depressed to select the D range from the state where the vehicle is stopped in the N range, the brake is released, and the creep starts with the first speed. This control example shows the control contents when the brake pedal is depressed and the vehicle is stopped in the N range to select the D range, the brake is released, and the vehicle starts creeping with the first speed. This is the control content when is large.

  Before time t1, as shown in FIG. 9A, the range position signal RngPos is “N”, and as shown in FIG. 9B, the sleeve 1 position RPslv1 is in the neutral position N, and is waiting for neutral idling. State. At this time, the drag torque of the second clutch is slightly generated as shown in FIG. 9C, and the idling correction torque TTidl is set in step 706 of FIG. 7, and the throttle opening in FIG. The engine is opened slightly more than the zero state, and the engine speed in FIG. 9F is maintained at a substantially constant value.

  When the range position signal RngPos is switched from the “N” to the “D” range at the time t1, the current of the electromagnetic valve 105d is controlled by the transmission control unit 100, and the time shown in FIG. The sleeve 1 position RPslv1 moves from the neutral position N to the 1st speed engagement position 1st. At this time, the second input shaft rotational speed NiB in FIG. 8F decreases to 0, and the drag torque of the second clutch in FIG. 9C increases. The drag torque of the second clutch is estimated and calculated in step 504 of FIG. 5, and the idling correction torque TTidl is set in step 706 of FIG. 7, thereby increasing the throttle opening in FIG. The engine speed of 9 (F) is maintained at a substantially constant value.

  At time t2, when it is determined that the sleeve 1 position RPslv1 in FIG. 9B is the first position of the first-speed engagement position, the return spring of the second clutch is compressed and put into a standby state. The current of the solenoid valve 105b is controlled, and the hydraulic pressure RPclb of the second clutch in FIG. As the hydraulic pressure of the second clutch increases, the drag torque of the second clutch in FIG. 9C increases. The drag torque of the second clutch is estimated and calculated in step 504 of FIG. 5, and the idling correction torque TTidl is set in step 706 of FIG. 7, thereby increasing the throttle opening in FIG. The engine speed of 9 (F) is maintained at a substantially constant value.

  When the brake is released at time t3, the clutch creep torque Tcrp_clh is gradually increased from 0 in step 410 in FIG. 4, but the drag torque of the second clutch estimated in step 504 in FIG. 5 is large. Therefore, the target torque Tclb of the second clutch 9 is maintained at 0 by step 607 in FIG. 6, and as a result, the pressing load on the friction surface of the second clutch in FIG. 9D is also maintained at 0, and FIG. ) Second clutch hydraulic pressure RPclb also maintains the return spring compression equivalent pressure of the second clutch. The propulsive force of the vehicle, that is, the vehicle longitudinal acceleration in FIG. 8 (H) is increased by the drag torque of the second clutch, the second input shaft rotational speed NiB in FIG. 9 (F) increases, and gradually approaches the engine rotational speed Ne. . Thereafter, the drag torque of the second clutch estimated and calculated in step 504 of FIG. 5 gradually decreases, and the target torque Tclb of the second clutch 9 gradually increases in step 607 of FIG. ) Of the friction surface of the second clutch gradually increases, and the second clutch hydraulic pressure RPclb of FIG. 9E also gradually increases.

  Further, in steps 704 and 706 in FIG. 7, the idling correction torque TTidl is calculated so as to compensate for the drag torque, the throttle opening in FIG. 9 (G) is increased, and the second input shaft rotation in FIG. 9 (F) is increased. While the number NiB increases, the engine speed Ne in FIG. 9F is kept constant.

  Creep start is completed at time t4 when the second input shaft rotational speed NiB matches the engine rotational speed Ne, the vehicle longitudinal acceleration in FIG. 9 (H) becomes substantially zero, and idling self-propelled.

  As shown in FIG. 9, by setting the idling correction torque and the clutch torque using the drag torque of the clutch, it is possible to suppress the engine speed fluctuation at idling due to the fluctuation of the clutch drag torque, It is possible to suppress fluctuations in engine speed when performing a creep start operation from idling.

  In this embodiment, the idling correction torque is corrected by adjusting the throttle opening. However, it may be a method in which the throttle opening is substantially constant when the throttle opening is increased and finely adjusted by the ignition timing. is there.

  In this embodiment, the automatic transmission 50 uses a so-called twin-clutch type automatic transmission. However, an automatic MT that does not have a torque assist mechanism such as a twin clutch, or a wet multi-plate instead of a torque converter. The present invention can also be applied to a planetary gear type automatic transmission using a clutch and a continuously variable transmission.

  Here, the automatic MT that does not have a torque assist mechanism includes a friction transmission mechanism that transmits power by adjusting the pressing load of the friction surface, a transmission input shaft that rotates by receiving torque transmitted by the friction transmission mechanism, A transmission output shaft that outputs torque to the drive shaft, a plurality of gear trains that selectively connect between the transmission input shaft and the transmission output shaft by a selection operation of a plurality of synchronous mesh mechanisms, and a pressing load And an operating mechanism to be adjusted.

  In addition, an automatic transmission using a wet multi-plate clutch instead of a torque converter rotates by receiving a torque transmitted by the friction transmission mechanism and a friction transmission mechanism that transmits power by adjusting a pressing load on the friction surface. A transmission input shaft, a transmission output shaft that outputs torque to the drive shaft, a plurality of transmission mechanisms that form a gear stage by connecting the transmission input shaft and the transmission output shaft, and a pressing load And an operating mechanism to be adjusted.

  Further, the continuously variable transmission has a friction transmission mechanism that transmits power by adjusting the pressing load on the friction surface, a transmission input shaft that rotates in response to torque transmitted by the friction transmission mechanism, and torque on the drive shaft. A transmission output shaft for output, a transmission mechanism capable of continuously changing a torque transmission ratio between the transmission input shaft and the transmission output shaft, and an operating mechanism for adjusting the pressing load.

As described above, according to the present embodiment, the generated torque of the driving force source is adjusted according to the magnitude of the drag torque of the wet clutch that is a friction transmission mechanism, and the pressing load of the friction surface of the wet clutch is adjusted. Therefore, it is possible to suppress fluctuations in the engine speed in the idling stop state, and to release the brake from the idling stop state and slip-engage the wet clutch to transmit the torque of the driving force source to the drive shaft. Thus, in the so-called creep start operation in which the vehicle is started, a change in driving force can be suppressed.

1 is a skeleton diagram showing a system configuration example of an automobile provided with an automatic transmission control device according to an embodiment of the present invention. It is a block diagram which shows the input-output signal relationship between the transmission control unit and engine control unit in the motor vehicle provided with the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the outline of the control content of the whole idling correction control and creep start control by the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the outline of the control content of the creep torque calculation in the idling correction control and creep start control by the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the outline of the control content of the drag torque calculation in the idling correction control and creep start control by the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the outline of the control content of the clutch torque calculation in the idling correction control and creep start control by the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the outline of the control content of the engine correction torque calculation in the idling correction control and creep start control by the control apparatus of the automatic transmission by one Embodiment of this invention. It is a time chart which shows the 1st control example of the idling correction control and creep start control by the control apparatus of the automatic transmission by one Embodiment of this invention. It is a time chart which shows the 2nd example of control of idling correction control and creep start control by the control device of an automatic transmission by one embodiment of the present invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... 1st drive gear 2 ... 2nd drive gear 3 ... 3rd drive gear 4 ... 4th drive gear 5 ... 5th drive gear 7 ... Engine 8 ... 1st clutch 8a ... 1st clutch oil pressure sensor 8b ... 1st clutch Lubrication flow rate sensor 9 ... 2nd clutch 9a ... 2nd clutch oil pressure sensor 9b ... 2nd clutch lubrication flow rate sensor 11 ... 1st driven gear 12 ... 2nd driven gear 13 ... 3rd driven gear 14 ... 4th driven gear 15 ... 1st 5 driven gear 21 ... 1st synchronous meshing mechanism 22 ... 2nd synchronous meshing mechanism 23 ... 3rd synchronous meshing mechanism 31 ... 1st input shaft rotation sensor 32 ... 2nd input shaft rotation sensor 33 ... Output shaft rotation sensor 41 ... Transmission first input shaft 42 ... Transmission second input shaft 43 ... Transmission output shaft 50 ... Automatic transmission 61 ... First shift actuator 62 ... Second shift actuator Tutor 63 ... Third shift actuator 100 ... Transmission control unit 101 ... Engine control unit 103 ... Communication means 105 ... Hydraulic mechanism 105a ... Solenoid valve for first clutch 105b ... Solenoid valve for second clutch 105c ... First synchronous meshing mechanism First electromagnetic valve 105d ... Second electromagnetic valve for first synchronous meshing mechanism 105e ... First electromagnetic valve for second synchronous meshing mechanism 105f ... Second electromagnetic valve for second synchronous meshing mechanism 105g ... Third synchronous meshing First electromagnetic valve for mechanism 105h second electromagnetic valve for third synchronous meshing mechanism 105i electromagnetic valve for first clutch lubrication flow rate control 105j electromagnetic valve for second clutch lubrication flow rate control 106 ... lever device

Claims (7)

A control device for an automatic transmission that is connected to an input shaft of a transmission and that is used in an automatic transmission for a vehicle having a friction transmission mechanism that transmits and blocks power from a driving force source,
Estimating or detecting the drag torque of the friction transmission mechanism;
From the so-called idling stop, the friction transmission mechanism is slip-engaged to transmit the torque of the driving force source to the driving shaft, and until the rotational speed of the input shaft substantially matches the rotational speed of the driving power source,
A command for adjusting the generated torque of the driving force source is output based on the estimated or detected drag torque so that the rotational speed of the driving force source is maintained substantially constant, or A control apparatus for a gear automatic transmission for a vehicle, comprising control means for outputting a command for adjusting a pressing load on a friction surface. The control device for an automatic transmission according to claim 1,
The control means includes
When the drag torque is increased, a command to increase the generated torque of the driving force source is output, and a command to decrease the pressing load on the friction surface of the friction transmission mechanism to be slip-engaged is output.
When the drag torque decreases, a command to decrease the generated torque of the driving force source is output and a command to increase the pressing load on the friction surface of the friction transmission mechanism to be slip-engaged is output. Control device for automatic transmission. The control device for an automatic transmission according to claim 1,
The control means includes
By detecting the rotational speed of the driving force source and the rotational speed of the transmission input shaft or the transmission output shaft, the rotational difference of the friction surface of the friction transmission mechanism is calculated,
A control device for an automatic transmission, wherein a drag torque of the friction transmission mechanism is estimated from a lubricant flow rate to the friction transmission mechanism, a lubricating oil temperature to the friction transmission mechanism, and a rotational difference of a friction surface. . The control device for an automatic transmission according to claim 1,
The automatic transmission is
A plurality of friction transmission mechanisms that transmit and shut off the power of the driving force source by adjusting the pressing load on the friction surface;
A plurality of transmission input shafts respectively coupled to the plurality of friction transmission mechanisms;
A plurality of gear trains selectively connecting between the plurality of transmission input shafts and the transmission output shaft by a selection operation of a plurality of synchronous mesh mechanisms;
A plurality of actuation mechanisms for adjusting the pressing load of the plurality of friction transmission mechanisms,
A transmission input shaft connected to one friction transmission mechanism and a transmission output shaft are connected via a gear train, the other friction transmission mechanism is released, and one friction transmission mechanism is slip-engaged. A control device for an automatic transmission, wherein the vehicle starts by transmitting torque of a driving force source to a driving shaft. The control device for an automatic transmission according to claim 1,
The automatic transmission is
A friction transmission mechanism that transmits power by adjusting the pressing load of the friction surface;
A transmission input shaft that rotates in response to torque transmitted by the friction transmission mechanism;
A transmission output shaft that outputs torque to the drive shaft;
A plurality of gear trains that selectively connect between the transmission input shaft and the transmission output shaft by a selection operation of a plurality of synchronous mesh mechanisms;
An automatic transmission control device comprising an operating mechanism for adjusting the pressing load. The control device for an automatic transmission according to claim 1,
The automatic transmission is
A friction transmission mechanism that transmits power by adjusting the pressing load of the friction surface;
A transmission input shaft that rotates in response to torque transmitted by the friction transmission mechanism;
A transmission output shaft that outputs torque to the drive shaft;
A plurality of transmission mechanisms that form a shift stage by connecting between the transmission input shaft and the transmission output shaft;
An automatic transmission control device comprising an operating mechanism for adjusting the pressing load. The control device for an automatic transmission according to claim 1,
The automatic transmission is
A friction transmission mechanism that transmits power by adjusting the pressing load of the friction surface;
A transmission input shaft that rotates in response to torque transmitted by the friction transmission mechanism;
A transmission output shaft that outputs torque to the drive shaft;
A transmission mechanism capable of continuously changing a torque transmission ratio between the transmission input shaft and the transmission output shaft;
A control device for an automatic transmission, characterized in that it is a continuously variable transmission configured with an operating mechanism for adjusting the pressing load.

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