JP2011140965A - Control device and control method of automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device and a control method of an automatic transmission capable of making both compatible in the realization of a quicker return to driving force required by a driver and a smooth return for avoiding driving torque interruption, in down-shift failure. <P>SOLUTION: A shift interruption determining means 100A determines interruption of a shift after increasing an engine speed of an engine 7 or in a process of increasing the engine speed of the engine. A shift recovery control means 100C controls so as to reduce generation torque of the engine by maintaining a fastening state by a friction transmitting mechanism expected to perform release operation when determining the interruption by the shift interruption determining means 100A, and afterwards, returns the generation torque of the engine up to a torque quantity based on a request of the driver. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an automatic transmission control device and control method, and more particularly to an automatic transmission control device and control method suitable for controlling a gear-type 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).

  However, in the control at the time of shifting in the conventional automatic MT (automated manual transmission), the driving torque is interrupted by the release / engagement operation of the clutch, which may give the passenger an uncomfortable feeling.

  Therefore, according to Japanese Patent Laid-Open No. 2000-234654 and Japanese Patent Laid-Open No. 2001-295898, two friction transmission mechanisms (clutch) for transmitting input torque to the transmission are provided, and driving torque is alternately transmitted by the two clutches. A twin clutch type automatic MT is known. 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.

JP 2000-234654 A JP 2001-295898 A

  In such an automatic transmission, when a downshift that is performed while the driver depresses the accelerator, that is, a so-called power-on downshift, torque is applied before the shift in order to realize a shift without driving force loss. Slip control the clutch that has been transmitted, increase the engine speed and synchronize to the target speed corresponding to the next gear, then gradually release the clutch that was transmitting torque before shifting, Generally, a shift operation is performed in which the clutch of the next shift stage is gradually engaged.

  By the way, during the implementation of such downshifting, there are cases where the progress of the shift operation must be interrupted due to various factors. Factors that interrupt the speed change operation include failure of downshifting, failure of a sensor that detects the sleeve position, and the like. Here, when shifting is interrupted after entering the operation to increase the engine speed, after releasing all the clutches, reduce the engine torque and re-engage the clutch that was engaged before shifting. It is easy to configure to return to the running state before shifting, but in this method, all the clutches are released once, so that the driver is stepping on the accelerator, There is a problem that the driving torque of the vehicle is lost and a feeling of deceleration occurs.

  An object of the present invention is to provide a control device and a control method for an automatic transmission that can achieve both a quick return to a driving force requested by a driver and a smooth return that avoids a drive torque interruption when downshifting is interrupted. It is to provide.

(1) In order to achieve the above object, the present invention includes a driving force source for generating a driving force, and a transmission for transmitting the generated torque of the driving force source to an output shaft. Is used in an automatic transmission for an automatic transmission having a plurality of friction transmission mechanisms that transmit / cut off the power of a driving force source by adjusting the pressing load of the friction surface, and an automatic transmission that controls the shifting operation of the automatic transmission. A control device for a transmission, wherein the friction transmission mechanism on the high-speed gear stage side is slip-controlled to increase the rotational speed of the driving force source to a target rotational speed, and then release the friction transmission mechanism. When one of the other friction transmission mechanisms is engaged and a shift to complete a downshift to the target shift stage is to be performed, after increasing the rotational speed of the driving force source, or The rotational speed of the driving force source is increased In the process, when it is determined that the shift is interrupted, the friction transmission mechanism that was scheduled to perform the release operation is controlled to maintain the engaged state and reduce the generated torque of the driving force source. Then, a control means for returning the generated torque of the driving force source to a torque amount based on the driver's request is provided.
With such a configuration, when the downshift is interrupted, it is possible to achieve both an earlier return to the driving force requested by the driver and a smooth return that avoids the interruption of the driving torque.

  (2) In the above (1), preferably, the control means performs slip control on the friction transmission mechanism on the high speed gear stage side to increase the rotational speed of the driving force source to a target rotational speed, and then Shift control means for releasing the friction transmission mechanism and fastening one of the other friction transmission mechanisms to perform a shift to complete the downshift to the target shift stage, and the driving force After increasing the rotational speed of the source or in the process of increasing the rotational speed of the driving force source, a shift interruption determining means for determining to interrupt the shift, and the interruption determination by the shift interruption determining means If it is done, the friction transmission mechanism that was scheduled to perform the release operation is controlled to maintain the fastening state and reduce the generated torque of the driving force source, and then the generated torque of the driving force source is reduced. To the driver's request It is obtained so as to comprise a shift recovery control means for returning to the amount of torque brute.

  (3) In the above (1), preferably, the control means makes the determination to interrupt the shift based on the fact that the gear-in to the target shift stage has not been completed.

  (4) In the above (1), preferably, the control means makes a determination to interrupt the shift based on failure of gear-in to the target gear stage a plurality of times.

  (5) In the above (1), preferably, the control means determines a reduction amount of torque generated by the driving force source based on an increase in the rotational speed of the driving force source. .

  (6) In the above (1), preferably, the control means increases the pressing load of the friction transmission mechanism that is scheduled to perform the releasing operation after reducing the torque generated by the driving force source. It is what.

(7) In order to achieve the above object, the present invention includes a driving force source for generating a driving force, and a transmission for transmitting the generated torque of the driving force source to an output shaft. The automatic transmission is used in an automatic transmission having a plurality of friction transmission mechanisms that transmit and cut off the power of a driving force source by adjusting the pressing load on the friction surface, and controls the shifting operation of the automatic transmission. The friction transmission mechanism on the high-speed gear stage side is slip-controlled to increase the rotational speed of the driving force source to the target rotational speed, then release the friction transmission mechanism and When one of the friction transmission mechanisms is fastened and a shift to complete a downshift to the target shift stage is to be performed, after increasing the rotational speed of the driving force source, or the driving force The process of increasing the rotational speed of the source When it is determined that the shift is interrupted, the friction transmission mechanism that was scheduled to perform the release operation is controlled to maintain the engaged state and reduce the generated torque of the driving force source, and then The torque generated by the driving force source is returned to the torque amount based on the driver's request.
With this method, when the downshift is interrupted, it is possible to achieve both a quick return to the driving force requested by the driver and a smooth return avoiding the driving torque interruption.

  According to the present invention, when a downshift failure occurs, the friction transmission mechanism is recovered without creating a completely released state, and a quicker return to the driving force requested by the driver is achieved, and driving torque interruption is avoided. Smooth return can be achieved at the same time.

It is a skeleton figure which shows the structure of the automatic transmission by one Embodiment of this invention. It is a block diagram which shows the input / output signal relationship of the transmission control unit used for the control apparatus of the automatic transmission by one Embodiment of this invention, and an engine control unit. It is a block diagram which shows the structure of the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the outline of the process calculated in the case of a downshift of the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows operation | movement of the transmission interruption determination means used for the control apparatus of the automatic transmission by one Embodiment of this invention. 6 is a timing chart showing an example of downshift from 4th speed to 3rd speed when there is no shift interruption request in the automatic transmission control apparatus according to the embodiment of the present invention. It is a timing chart which shows the example of the downshift from the 4th speed to the 3rd speed when the control of this embodiment is not applied as a comparative example. 6 is a timing chart showing an example of downshift from 4th speed to 3rd speed when there is a shift interruption request in the control apparatus for an automatic transmission according to the embodiment of the present invention.

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, the configuration of an automobile control system including the automatic transmission control device according to the present embodiment will be described with reference to FIG.
FIG. 1 is a skeleton diagram showing the configuration of an automobile control system including an automatic transmission control device according to an embodiment of the present invention.

  Engine 7 as a driving force source, an engine speed sensor (not shown) for measuring the number of revolutions 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) is provided so that 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. It has become. The fuel injection device includes 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. However, an operating range (engine torque, engine speed) required for an engine is known. It is advantageous to use an engine of a system 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 engagement mechanism 21, a second synchronization engagement mechanism 22, a third synchronization engagement mechanism 23, a rotation sensor 31, a rotation sensor 32, and a rotation sensor 33 are provided. By engaging and releasing the first clutch 8, the torque of the engine 7 can be transmitted to and cut off from the first input shaft 41. Further, 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. As the first clutch 8 and the second clutch 9, a wet multi-plate clutch is used in this embodiment, but a dry single-plate clutch may be used, and all friction transmission mechanisms can be used. . It can also be configured by an electromagnetic powder clutch.

  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.

  The first drive gear 1, the third drive gear 3, the fifth drive gear 5, and the reverse drive gear (not shown) are fixed to the second input shaft 42, and the second input shaft 42 rotates with respect to the first input shaft 1241. It is free. 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). . 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 rotatably with respect to the output shaft 43. Yes.

  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. 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. In addition, the reverse drive gear (not shown), the idler gear (not shown), and the reverse driven gear (not shown) are engaged,
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. By controlling the position or load of the first synchronous meshing mechanism 21 via the first driven gear 11 or the third driven gear 13, the rotational torque of the second input shaft 42 is changed to the first It can be transmitted to the output shaft 43 via the synchronous meshing mechanism 21. Here, by increasing the current of the electromagnetic 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 electromagnetic valve 105c, A load is applied in a direction in which the first 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 solenoid valve 105e and the solenoid valve 105f provided in the hydraulic mechanism 105, whereby the hydraulic piston (not shown) and the shift fork (not shown) provided in the shift actuator 62 are controlled. The position or load of the second synchronous meshing mechanism 22 is controlled via the second synchronous meshing mechanism 22 and the fifth driven gear 15 is engaged with the second synchronous meshing mechanism 22. Can be transmitted 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 solenoid valve 105g and the solenoid valve 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. The position or load of the third synchronous meshing mechanism 23 is controlled via the second driven gear 12 or the fourth driven gear 14 so that the rotational torque of the first input shaft 41 is reduced. , 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) for measuring 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).

  Further, 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 105 a provided in the hydraulic mechanism 105, so that the first The transmission torque of the clutch 8 is controlled.

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

  In addition, 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 301 to the transmission control unit 100.

  The transmission control unit 100 and the engine control unit 101 transmit / receive information to / from each other by the communication means 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, so that the reverse gear travel is performed.

  Here, for example, in the upshift from the first gear to the second gear, 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, From the state in which the clutch 9 is engaged, the shift actuator 63 is controlled by the electromagnetic valve 105g and the electromagnetic valve 105h, the third synchronous engagement mechanism 23 and the second driven gear 12 are engaged, and the first clutch 8 is gradually engaged. At the same time, the second clutch 9 is gradually released.

In this embodiment, as a mechanism for operating the first meshing transmission mechanism 21, the second meshing transmission mechanism 22, and the third meshing transmission mechanism 23, a hydraulic mechanism using a solenoid valve and a hydraulic piston is used. However, instead of the solenoid valve and the hydraulic piston, an electric motor and a reduction gear may be used, or an electric motor and a drum may be used. It can also be configured using other mechanisms for control. When an electric motor is used, the motor may be constituted by a so-called DC motor in which the magnet is fixed and the winding is rotated, or so-called permanent magnet synchronization in which the winding is fixed and the magnet is rotated. A motor may be used, and various motors are applicable.
Further, in order to operate the first clutch 8 and the second clutch 9, in this embodiment, the hydraulic mechanism using a solenoid valve is configured. However, 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, with reference to FIG. 2, the input / output relationship in the control system for an automobile provided with the control device for the automatic transmission according to the present embodiment will be described.
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 control system including an automatic transmission control device according to an embodiment of the present invention.

  FIG. 2 shows the input / output signal relationship between the transmission control unit 100 and the engine control unit 101. 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, Control 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 control unit 101 rotates the engine speed Ne and the engine torque generated by the engine 7. Te is detected and transmitted to the transmission control unit 100 using the communication means 103. The engine torque detection means may be a torque sensor, or may be an estimation means based on engine parameters such as the injector injection pulse width, the pressure in the intake pipe and the engine speed.

  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 and 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 engaged and released.

  In addition, 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 synchronous meshing mechanism 22, so that the electromagnetic valves 105e and 105f The current is controlled, and the second synchronous meshing mechanism 22 is engaged and 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 synchronous meshing mechanism 23, whereby the electromagnetic valves 105g and 105h. The current is controlled, and the third synchronous meshing mechanism 23 is engaged and released.

  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. ing.

  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 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.

  In the present embodiment, a case where a driver has a so-called manual mode function for manually instructing upshift / downshift is described, and an up switch 306, a down switch are provided to the transmission control unit 100. ON / OFF signals UpSw and DnSw from 307 are respectively input.

  Further, the lubricant temperature TEMPlub is input to the transmission control unit 100 from an oil temperature sensor 305 that measures the temperature of the lubricant within the transmission 50.

  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, and the engine torque command value TTe, the first clutch target transmission torque TTs1, and the second clutch target transmission torque TTs2 so as to realize the driver's intention. Set.

  In addition, the engine speed command value TTe, the first clutch is set so that a target gear position is set from the vehicle speed Vsp calculated from the output shaft rotational speed No and the accelerator pedal depression amount Aps, and the shift operation to the set gear position is executed. A target transmission torque TTs1, a second clutch target transmission torque TTs2, a target sleeve 1 position TPslv1, a target sleeve 2 position TPslv2, and a target sleeve 3 position TPslv3 are set.

  Further, the transmission control unit 100 performs electromagnetic so as to realize the set first clutch target transmission torque TTs1, second clutch target transmission torque TTs2, target sleeve 1 position TPslv1, target sleeve 2 position TPslv2, and target sleeve 3 position TPslv3. The voltages V_cla, V_clb, V1_slv1, V2_slv1, V1_slv2, V2_slv2, V1_slv3, V2_slv3 applied to the valves 105a, 105b, 105c, 105d, 105f, 105g, and 105h are output.

Next, the configuration of the automatic transmission control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 3 is a block diagram showing the configuration of the automatic transmission control device according to the embodiment of the present invention.

  The transmission control unit 100 shown in FIG. 1 includes a shift interruption determining unit 100A, a shift control unit 100B, and a shift recovery control unit 100C.

  As described with reference to FIG. 2, the shift control unit 100B and the shift recovery control unit 100C include the first input shaft rotation speed NiA and the second input shaft rotation speed NiB from the rotation sensor 31, the rotation sensor 32, and the rotation sensor 33. , The output shaft rotational speed No. is input, and from the lever device 301, the range position signal RngPos indicating the shift lever position such as P range, R range, N range, D range, and the accelerator pedal position sensor 302 is the accelerator pedal. The depression amount Aps and the ON / OFF signal Brk from the brake switch 304 that detects whether or not the brake is depressed are input.

  The shift interruption determining unit 100A determines whether or not it is necessary to interrupt the progress of the downshift based on a signal from the shift control unit 100B. The shift control means 100B is executed when there is no shift interruption request, and performs a shift while gradually releasing the clutch that has transmitted the torque before the shift and changing the clutch that gradually engages the clutch of the next shift stage. . The shift recovery control means 100C is executed when there is a shift interruption request and performs shift recovery.

  As described with reference to FIG. 2, the shift control unit 100B and the shift recovery control unit 100C are configured to apply voltages V_cla, V_clb, V1_slv1, V2_slv1, V1_slv2, V2_slv2, V1_slv3, and V2_slv3 are output.

  These means 100A, 100B, and 100C are provided in the computer 100c shown in FIG. Detailed operations of these means 100A, 100B, and 100C will be described with reference to FIG.

  Next, specific control contents of downshift control by the automatic transmission control device according to the present embodiment will be described with reference to FIGS.

  FIG. 4 is a flowchart showing an outline of processing to be performed at the time of downshift of the control device for the automatic transmission according to the embodiment of the present invention. The downshift is performed when the target gear position tGP_nxt of the vehicle calculated based on the accelerator pedal depression amount Aps and the vehicle speed Vsp is updated from the shift diagram selected according to the range position signal RngPos, or when the driver is down. When the switch DnSw operation is performed and the target gear position tGP_nxt of the vehicle is updated, it is determined that the target gear position is lower than the current traveling gear stage.

  The control flow for downshifting includes step 301 (shift interruption determination), step 302 (shift interruption determination), step 303 (shift control), and step 304 (shift recovery).

  The contents of FIG. 4 are programmed in the computer 100c of the transmission control unit 100 and repeatedly executed at a predetermined cycle. That is, the following processing of steps 301 to 304 is executed by the transmission control unit 100.

  Step 301 (shift interruption determination) is means for determining whether or not it is necessary to interrupt the progress of the downshift. Details of step 301 (shift interruption determination) will be described later with reference to FIG.

  In step 302 (shift interruption determination), it is determined whether or not the result of step 301 (shift interruption determination) requests shift interruption. If there is a shift interruption request, the process proceeds to step 304, and there is no shift interruption request. If so, go to Step 303.

  Step 303 (shift control) is executed when there is no shift interruption request in step 302. The clutch that gradually engages the clutch of the next shift stage is gradually released while gradually releasing the clutch that transmitted torque before the shift. Change gears while switching.

  Step 304 (shift recovery control) is executed when there is a shift interruption request in step 302, and the following shift recovery is performed.

  Shift recovery control reduces the generated torque of the driving force source in order to first reduce the rotational speed of the driving force source that has been increased to the target rotational speed by slip-controlling the clutch on the high-speed gear stage side after the start of shifting. To control. At this time, the clutch that was scheduled to perform the releasing operation is controlled while maintaining the engaged state. By controlling in this way, it is possible to transmit the driving force while reducing the number of rotations increased at the initial stage of the shift. Decreasing the increased rotational speed has an effect of preventing the driving force from increasing due to the release of the inertia torque when the clutch engaging force is increased. Then, after sufficiently reducing the rotational speed of the driving force source, the clutch engagement force is increased and the traveling state before the shift is restored.

Next, details of step 301 (shift interruption determination) in FIG. 4 will be described with reference to FIG.
FIG. 5 is a flowchart showing the operation of the shift interruption determining means used in the automatic transmission control apparatus according to the embodiment of the present invention.

  In step 401, when the shift interruption determining unit 100A determines that the gear engagement of the target shift stage is completed, the process proceeds to step 403, and the shift interruption determining unit 100A does not request the shift interruption. On the other hand, if it is not possible to determine that the gear engagement of the target gear is completed, the process proceeds to step 402. In step 402, it is determined whether or not the number of failed gear engagements is less than or equal to a predetermined value. If the number of failed gear engagements is less than or equal to a predetermined value, the process proceeds to step 403, where the shift interruption determining unit 100A Do not request interruption. Here, as the predetermined value, the number of failures is set to 3 times, but may be 2 times or 4 times, for example. If the number of failed gear engagements exceeds a predetermined value, the process proceeds to step 404. Here, the number of failed gear engagements can be configured, for example, to be counted by the number of executions of retry control performed when gear-in fails. In step 404, a shift interruption is requested.

  The failure of gear engagement can be determined by the sleeve position detected by a sensor that detects the sleeve position. For example, when the sleeve moves from the neutral position to the 3rd speed position and cannot move to the 3rd speed position, it can be determined that the gear engagement has failed.

  Further, when the sensor for detecting the sleeve position fails, the output of the sensor does not change despite the shift command being issued. In such a case, the shift interruption determining unit 100A monitors the time after the shift command is issued, and determines that the gear engagement is not completed when the sensor output does not change even after a predetermined time.

Next, an example of a downshift from 4th speed to 3rd speed when there is no shift interruption request will be described with reference to FIG. FIG. 6 shows the control content when the driver shifts to the third speed from the state where the accelerator is turned on and the vehicle is traveling at the fourth speed.
FIG. 6 is a timing chart showing an example of downshift from 4th speed to 3rd speed when there is no shift interruption request in the automatic transmission control apparatus according to the embodiment of the present invention.

  In FIG. 6, FIG. 6 (A) shows the accelerator opening Aps. FIG. 6B shows the target gear position tGP_nxt. 4th indicates the fourth speed, and 3rd indicates the third speed. FIG. 6C shows a sleeve 3 position RPslv3 and a sleeve 1 position RPslv1. 4th is 4th speed, N is neutral, and 3rd is 3rd speed. FIG. 6D shows the first clutch torque, the second clutch torque, and the engine torque. FIG. 6E shows the first clutch rotational speed, the second clutch rotational speed, and the engine rotational speed.

  Before time t1, the accelerator opening is constant as shown in FIG. 6A, the target gear position tGP_nxt is the fourth speed as shown in FIG. 6B, and the sleeve 3 is shown in FIG. 6C. Position RPslv3 is the fourth speed, sleeve 1 position RPslv1 is neutral, and the vehicle is traveling in the fourth speed with the driver stepping on the accelerator.

  At time t1, when the target gear position tGP_nxt shown in FIG. 6B changes from the fourth speed to the third speed, it is determined that the downshift is started. Then, as shown in FIG. 6D, first, the second clutch torque engaged at the fourth speed is slip-controlled in order to increase the engine speed. In parallel, as shown in FIG. 6C, the shift load is controlled so as to achieve the third speed gear stage, and the sleeve 1 position RPslv1 changes from neutral to third speed.

  At time t2, as shown in FIG. 6 (E), when the engine speed has been increased to the third speed equivalent speed, the first clutch torque is gradually raised as shown in FIG. 6 (D). The clutch is replaced by gradually reducing the second clutch torque.

  When the clutch replacement is completed at time t3, the shift control means 100B increases the first clutch torque and completes the shift and enters the third speed running state as shown in FIG. 6 (D).

  Next, as a comparative example, an example when the control of this embodiment is not applied will be described with reference to FIG.

  FIG. 7 is a timing chart showing an example of downshift from 4th speed to 3rd speed when the control of the present embodiment is not applied as a comparative example.

  In FIG. 7, the time on the horizontal axis is the same as in FIG. 7 (A), (B), (C), (D), and (E) are signals similar to those in FIGS. 6 (A), (B), (C), (D), and (E). Show about. FIG. 7F shows the driving force of the vehicle.

  Prior to time t1, the content is the same as that shown in FIG.

  At time t1, when the target gear position tGP_nxt shown in FIG. 7B changes from the fourth speed to the third speed, it is determined that the downshift is started. Then, as shown in FIG. 7D, first, the second clutch torque that has been engaged at the fourth speed is slip-controlled in order to increase the engine speed. In parallel, as shown in FIG. 7C, the shift load is controlled so as to achieve the third gear, and the sleeve 1 position RPslv1 is controlled to shift from the neutral to the third gear. Due to a gear-in failure or the like, the gear engagement to the third speed is not completed even after three retries.

  At time t2, when a shift interruption is requested based on the number of engagement retries to the third gear, the second clutch torque is reduced and the engine torque is reduced as shown in FIG. 7 (D). Then, once the clutch is completely released, the increased engine speed is decreased. At this time, as shown in FIG. 7 (A), the driver feels uncomfortable because the driving force is lost because the clutch is completely released regardless of the state where the accelerator is stepped on.

  When the decrease in the engine speed is completed, as shown in FIG. 7D, the second clutch torque and the engine torque are gradually restored, and at time t3, the state returns to the four-speed running state before the start of shifting. .

  Further, when returning to the fourth speed traveling state at time t3, the shift control means 100B increases the first clutch torque (the pressing load of the first clutch) as shown in FIG. 7D. As a result, the first clutch torque is slightly increased as compared with the engine torque, and even when the accelerator opening slightly varies and the engine torque varies, the slip of the first clutch can be prevented.

Next, an application example of the present invention in a downshift from the fourth speed to the third speed when configured as shown in FIGS. 1 to 5 will be described with reference to FIG.
FIG. 8 is a timing chart showing an example of a downshift from the fourth speed to the third speed when there is a shift interruption request in the automatic transmission control apparatus according to the embodiment of the present invention.

  In FIG. 8, the time on the horizontal axis is the same as in FIG. 8A, 8B, 8C, 8D, and 8E are the same signals as in FIGS. 6A, 6B, 6C, 6D, and 6E. Show about. FIG. 8F shows the driving force of the vehicle.

  Before time t2, the contents are the same as those shown in FIG.

  When a shift interruption is requested from the shift interruption determination unit 100A based on the number of times of the retry retry to the 3rd gear at the time t2, as shown in FIG. 8D, the shift recovery control unit 100C The clutch torque is maintained as it is and the engine torque is reduced. The engine torque reduction amount at this time can be calculated based on the difference in engine speed when the engine speed shown in FIG. 8E is to be reduced to the clutch speed.

  When the decrease in engine speed is completed, the shift recovery control means 100C gradually returns the engine torque as shown in FIG. 8D, and further increases the engagement force of the first clutch torque at time t4. To return to the 4-speed running state before the start of shifting.

  As described above, in this embodiment, during normal operation, slip control is performed by reducing the torque of the second clutch (the friction transmission mechanism on the high speed gear stage side) at time t1. Then, after increasing the rotational speed of the engine (driving force source) to the target rotational speed after time t1, at time t2, the second clutch (the friction transmission mechanism) is released and the first clutch (the other one) That is, the friction transmission mechanism) is fastened and a gear shift is completed to complete the downshift to the target gear.

  Here, after the increase in the rotational speed of the driving force source or at the time t2 in the process of increasing the rotational speed of the driving force source, the second clutch (The friction transmission mechanism that was scheduled to perform the releasing operation) maintains the engaged state, and controls to reduce the generated torque of the engine (driving force source) after time t2. Thereafter, before time t3, the generated torque of the engine (driving force source) is returned to the torque amount based on the driver's request.

  As a result, the return to the driving force requested by the driver is time t3 in FIG. 8 of the present embodiment, whereas time tz shown in FIG. You can do it as fast as you can. Further, the time from the torque interruption to the return is the time Tx in FIG. 7 of the comparative example, whereas in FIG. 8 of the present embodiment, the time Ty and Ty <Tx. Smooth return without interruption is possible.

  Therefore, in this embodiment, when downshift fails, it is possible to achieve both faster return to the driving force requested by the driver and smooth return that avoids interruption of the drive torque.

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 9 ... 2nd clutch 11 ... 1st driven gear 12 2nd driven gear 13 ... 3rd driven gear 14 ... 4th driven gear 15 ... 5th driven gear 21 ... 1st synchronous meshing mechanism 22 ... 2nd synchronous meshing mechanism 23 ... 3rd synchronous meshing mechanism 31 ... 1st 1 input shaft rotation sensor 32 ... second 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 63 ... third shift actuator 100 ... transmission control unit 100A ... shift interruption determining means 100B ... shift control means 100C ... shift recovery Control means 101 ... Engine control unit 103 ... Communication means 105 ... Hydraulic mechanism 105a ... First clutch electromagnetic valve 105b ... Second clutch electromagnetic valve 105c ... First synchronous engagement mechanism first electromagnetic valve 105d ... First synchronous engagement Second electromagnetic valve for mechanism 105e... First electromagnetic valve for second synchronous meshing mechanism 105f... Second electromagnetic valve for second synchronous meshing mechanism 105g .. first electromagnetic valve for third synchronous meshing mechanism 105h. Second electromagnetic valve 301 for synchronous meshing mechanism ... lever device

Claims (7)

A driving force source for generating a driving force; and a transmission for transmitting the generated torque of the driving force source to an output shaft. The transmission is adjusted by adjusting a pressing load on a friction surface. Used in automatic transmissions to automatic transmissions with multiple friction transmission mechanisms that transmit and block power,
A control device for an automatic transmission for controlling a shift operation of the automatic transmission,
After slip-controlling the friction transmission mechanism on the high-speed gear stage side to increase the rotational speed of the driving force source to the target rotational speed, the friction transmission mechanism is released and any one of the other friction transmission mechanisms When trying to complete a downshift to the target gear,
The release operation is scheduled to be performed if it is determined that the shift is to be interrupted after increasing the rotational speed of the driving force source or in the process of increasing the rotational speed of the driving force source. Further, the friction transmission mechanism is controlled to maintain the fastening state and reduce the generated torque of the driving force source,
And a control means for returning the torque generated by the driving force source to a torque amount based on a driver's request. The control device for an automatic transmission according to claim 1,
The control means includes
After slip-controlling the friction transmission mechanism on the high-speed gear stage side to increase the rotational speed of the driving force source to the target rotational speed, the friction transmission mechanism is released and any one of the other friction transmission mechanisms A shift control means for controlling to perform a shift to complete the downshift to the target shift stage,
Shift interruption determining means for determining whether to interrupt the shift after increasing the rotation speed of the driving force source or in the process of increasing the rotation speed of the driving force source;
When the shift interruption determining means makes an interruption determination, the friction transmission mechanism that was scheduled to perform the release operation is controlled to maintain the engaged state and reduce the generated torque of the driving force source, A control device for an automatic transmission, further comprising shift recovery control means for returning the generated torque of the driving force source to a torque amount based on a driver's request. The control device for an automatic transmission according to claim 1,
The control device for an automatic transmission, wherein the control means performs the determination to interrupt the shift based on the fact that the gear-in to the target shift stage is not completed. The control device for an automatic transmission according to claim 1,
The control device for an automatic transmission, wherein the control means performs the determination to interrupt the shift based on a failure of gear-in to a target gear stage a plurality of times. The control device for an automatic transmission according to claim 1,
The control device for an automatic transmission, wherein the control means determines a reduction amount of torque generated by the driving force source based on an increase in the rotational speed of the driving force source. The control device for an automatic transmission according to claim 1,
The control device for an automatic transmission, wherein the control means increases a pressing load of the friction transmission mechanism that is scheduled to perform a releasing operation after reducing a generated torque of the driving force source. A driving force source for generating a driving force; and a transmission for transmitting the generated torque of the driving force source to an output shaft. The transmission is adjusted by adjusting a pressing load on a friction surface. Used in automatic transmissions with multiple friction transmission mechanisms that transmit and block power,
A control method for an automatic transmission for controlling a shift operation of the automatic transmission,
After slip-controlling the friction transmission mechanism on the high-speed gear stage side to increase the rotational speed of the driving force source to the target rotational speed, the friction transmission mechanism is released and any one of the other friction transmission mechanisms When trying to complete a downshift to the target gear,
The release operation is scheduled to be performed if it is determined that the shift is to be interrupted after increasing the rotational speed of the driving force source or in the process of increasing the rotational speed of the driving force source. Further, the friction transmission mechanism is controlled to maintain the fastening state and reduce the generated torque of the driving force source,
Thereafter, the torque generated by the driving force source is restored to a torque amount based on a driver's request.

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