JP2013113399A - Control device of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of an automatic transmission which achieves elimination of abnormal sound that may be generated in engagement/disengagement of a shift clutch without carrying out any replacement of components or the like.SOLUTION: An electronic control device as the control device of the automatic transmission stores a program which reduces a set value of a hydraulic pressure of a rear clutch in a shift change or changes a target value of a change rate of a turbine rotation speed so as to reduce the hydraulic pressure of the rear clutch in the shift change upon detecting vibration of the rotation speed of a turbine (the turbine rotation speed) obtained from a turbine rotation speed sensor as an input shaft rotation speed by which the abnormal sound may be generated from the rear clutch as the shift clutch which is engaged or disengaged in the shift change.

Description

The present invention relates to a control device for an automatic transmission for a vehicle.

  In a vehicle generally called an AT vehicle equipped with an automatic transmission, that is, an automatic transmission that can shift to a predetermined gear ratio by appropriately switching engagement / disengagement of a plurality of shift clutches, Various techniques have been disclosed for avoiding the occurrence of vibrations and abnormal noise. For example, by reducing the hydraulic pressure of the shift clutch that is operated when shifting from the neutral to the D range, it is possible to prevent the occurrence of shock and noise during shift (see, for example, Patent Document 1).

  Also disclosed is a technique for controlling the hydraulic pressure of the transmission clutch in accordance with the difference in rotational speed between the input shaft and the output shaft of the transmission clutch (see, for example, Patent Document 2).

  By the way, in a vehicle equipped with the automatic transmission described above, a specific shift clutch that engages or disengages when performing a shift that lowers the gear ratio to a specific gear ratio, or conversely, when performing a shift that increases the gear ratio. Is known to cause abnormal noise accompanied by fluctuations in the rotational speed of the input shaft due to alternating between a temporarily engaged state and a slipped state in a short time. These abnormal noises are unexpected from the above-mentioned patent document, and it is known that such abnormal noises can usually be eliminated by changing the material and number of clutches.

  However, changing the material and number of clutches will lead to a special exchange of parts and complicated parts.

JP-A-5-346157 Japanese Examined Patent Publication No. 62-55013

  The present invention focuses on such problems, and an object of the present invention is to provide an automatic transmission control device that can eliminate abnormal noise that occurs during gear shifting while avoiding large-scale component replacement and specification changes. .

  In order to achieve such an object, the present invention takes the following measures.

  That is, the control apparatus for an automatic transmission according to the present invention has means for detecting the rotational speeds of the input shaft and the output shaft, and inputs the hydraulic pressures of a plurality of shift clutches that are engaged or disengaged at the time of shift change. A control device for an automatic transmission that is controlled by the rotational speed of a shaft or an output shaft, wherein the input shaft or output shaft rotates such that abnormal noise is generated from the shift clutch that is engaged or disengaged during the shift change. When the number of vibrations is detected, the set value of the oil pressure of the shift clutch during the shift change is decreased, or the input shaft or the output shaft rotational speed is changed so that the oil pressure of the shift clutch is decreased during the shift change. The target value of the rate is changed.

  If it is such, it can avoid effectively setting to the oil_pressure | hydraulic which raise | generates an abnormal noise at the timing when an abnormal noise generate | occur | produces from a transmission clutch during a shift change. As a result, it is possible to provide a control device for an automatic transmission that can realize an abnormal noise that occurs at the time of engagement / disengagement of the transmission clutch without performing any part replacement or the like.

  ADVANTAGE OF THE INVENTION According to this invention, the control apparatus of the automatic transmission which can implement | achieve the abnormal noise which occurs at the time of engagement / disengagement of a transmission clutch, without implementing replacement | exchange of any components can be provided.

1 is a schematic configuration diagram of an automatic transmission according to an embodiment of the present invention. Explanatory drawing of the principal part which concerns on the same embodiment. The figure which shows the effect | action of FIG. 2 as a table | surface. Action explanatory drawing which concerns on FIG. Action | operation explanatory drawing which concerns on the same embodiment. The flowchart which concerns on the same embodiment. Other operation explanatory drawing concerning the embodiment. The other flowchart which concerns on the same embodiment.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

  The automatic transmission 2 according to the present embodiment is generally called an automatic transmission, and is mounted on a normal passenger car such as an A / T car.

  The automatic transmission 2 is interposed between the transmission 4 that transmits the rotation of the engine 1 to a wheel (not shown), and the rotation of the crankshaft 100 of the engine 1 and the input shaft 400 of the transmission 4. And a torque converter 3 capable of taking a lock-up state in which the direct connection state is released and a non-lock-up state in which the direct connection state is released.

  As shown in the figure, the torque converter 3 can rotate with the cover 31 fixed to the crankshaft 100 of the engine 1, the turbine 33 that rotates together with the input shaft 400 of the transmission 4, the turbine 33, and the torque converter 3. A lock-up clutch 32 that operates to switch itself between the lock-up state and the non-lock-up state, and a turbine speed sensor 34 for grasping the speed of the turbine 33, that is, the input shaft 400; It is a normal one controlled by hydraulic pressure.

  In the present embodiment, the transmission 4 advances a vehicle with a gear ratio set higher in order from the first speed, the second speed, the third speed, and the fourth speed by operating clutches and brakes, which will be described later in this embodiment. An existing state that realizes a state to obtain, a state in which the vehicle can be moved backward with a predetermined gear ratio, and a neutral state in which engagement by any clutch and brake is released. In the state set by the driver to the “D range”, the transmission 4 is controlled by the electronic control unit 6 so as to be able to perform a shift according to the amount of depression of the accelerator pedal 5 or the opening degree of the throttle valve and the vehicle speed.

  The automatic transmission 2 according to this embodiment is controlled by the electronic control unit 6. The electronic control device 6 is a microcomputer system including a CPU, a RAM, a ROM, an I / O interface, and the like. The control program is stored in the ROM in advance, and when executed, it is read from the ROM into the RAM and decoded by the CPU.

  The electronic control unit 6 detects the engine speed signal a related to the engine speed of the crankshaft 100 detected by the engine speed sensor 101 on the engine 1 side, and is detected by the throttle sensor 102 in the engine 1. An opening signal b related to the opening of a throttle valve (not shown), an accelerator signal c from an accelerator sensor 51 that detects the depression amount of the accelerator pedal 5, and a turbine speed signal detected from a turbine speed sensor 34 of the torque converter 3. At least d is input. On the other hand, the electronic control unit 6 outputs an output signal for appropriately controlling the engine 1, a lock-up signal e for operating the lock-up clutch 32, and a hydraulic path for causing the transmission 4 to appropriately perform a shift. A shift signal f for operating the opening of a solenoid valve (not shown) above is output.

  Therefore, the electronic control device 6 as the control device of the automatic transmission 2 according to the present embodiment generates noise from the rear clutch 403 that is the shift clutch that is engaged or disengaged at the time of the shift change. When the vibration of the turbine 33 rotational speed (turbine rotational speed) obtained from the turbine rotational speed sensor 34, which is the input shaft rotational speed, is detected, the set value of the hydraulic pressure of the rear clutch 403 during the shift change is reduced, or A program for changing the target value of the change rate of the turbine rotational speed so that the hydraulic pressure of the rear clutch 403 during the shift change is reduced is stored.

  Here, FIG. 2 is a table showing the relationship between the engagement of each shift clutch and each gear position that the transmission 4 can take. In this way, at the time of the shift change, as shown in the figure, any shift clutch is appropriately engaged / disengaged in accordance with the shift signal f from the electronic control unit 6. In the present embodiment, among these gear position changes, that is, a shift change operation, a specific mode of disengaging the rear clutch that is performed at the time of a shift change from the third speed to the second speed will be described with reference to FIGS. Will be described with reference to FIG.

  The transmission 4 shown in FIGS. 3 and 4 uses a planetary gear mechanism. The reverse clutch 401, the forward clutch 402, the rear clutch 403, the one-way clutch 404, the 2 & 4 brake 405, and the 1 & reverse corresponding to the transmission clutch. The rear planetary sun gear 408, the planetary carrier 409, the front planetary sun gear 410, the planetary ring gear 413, the planetary short pinion 411, and the planetary long pinion 412 which are various gears by appropriately engaging / disengaging the brake 406. By appropriately meshing the planetary ring gear 413, the primary reduction drive gear 414 may be connected via the primary reduction drive gear 414 from the input shaft 400 via the intermediate shaft 407 in some cases. To the rotating shaft in the form of the output shaft 415a of Ribungiya 415 and is intended to transmit power.

  FIG. 3 shows the components that are engaged with each other when traveling with the transmission 4 set to the third speed with light ink. In the figure, the forward clutch 402 and the rear clutch 403 are operated so that the input shaft 400, the rear planetary sun gear 408, and the planetary carrier 409 rotate in the same direction. As a result, the planetary short pinion 411 and the planetary long pinion 412 are locked, and the planetary ring gear 413 receives the rotational force in the right direction, so that the gear ratio of the input shaft 400 / output shaft 415a, that is, the gear ratio 1.0. Thus, the rotational force in the forward direction is transmitted to the output shaft 415a.

  In FIG. 4, the components that are related to each other when traveling with the transmission 4 set to the second speed are marked with light ink. In the drawing, the rotation of the input shaft 400 is transmitted to the rear planetary sun gear 408 by applying the forward clutch 402 and the 2 & 4 brake 405, and the rightward rotational force is transmitted to the planetary short pinion 411. On the other hand, since the front planetary sun gear 410 is locked by the 2 & 4 brake 405, the planetary long pinion 412 meshing with the planetary short pinion 411 revolves on the front planetary sun gear 410 while rotating by receiving the rightward rotational force. The planetary ring gear 413 is rotated rightward. Accordingly, the rotational force in the forward direction is transmitted to the output shaft 415a at the gear ratio of the input shaft 400 / output shaft 415a, that is, the gear ratio 1.526.

  Thus, the electronic control unit 6 which is the control device for the automatic transmission according to the present embodiment stores the program for reducing the set value of the hydraulic pressure of the shift clutch during the shift change, so that the third speed is changed to the second speed. When the vibration shown in the figure occurs in the turbine speed at the time of downshifting, the solenoid valve on the hydraulic path (not shown) so that the hydraulic pressure during disengagement of the rear clutch 403 becomes the hydraulic pressure shown in the lower side of the figure It is made to control by operating the opening degree.

  Specifically, as shown in FIG. 6, at the time of downshift from the 3rd speed to the 2nd speed (step S11), a preset hydraulic pressure at the time of disengagement of the rear clutch 403 is added in advance to the initial set pressure. Set (step S12), the disengagement of the rear clutch is started (step S13). At this time, when the vibration of the turbine speed as shown in the upper graph of FIG. 5 is observed (step S14), the correction value when the rear clutch 403 is disengaged is indicated by a solid line in the lower graph of FIG. As shown, the pressure is changed to a value that lowers the hydraulic pressure at the next engagement release (step S15). In addition, the correction value is not changed when the vibration of the turbine speed is not observed.

  Further, the electronic control unit 6 according to the present embodiment also provides a hydraulic pressure when the rear clutch 403 is engaged when vibration of the turbine speed occurs as shown in FIG. 7 even when shifting from the second speed to the third speed. The target value of the change rate of the turbine rotational speed is changed so that the hydraulic pressure shown in FIG.

  Specifically, as shown in FIG. 8, at the time of shifting up from the second speed to the third speed (step S21), the initial value is multiplied by the correction value by the rate of change of the turbine rotational speed when the rear clutch 403 is engaged. (Step S12), the engagement of the rear clutch 403 is started (step S23). At this time, when the vibration of the turbine rotational speed as shown in the upper side of FIG. 7 is observed (step S24), the correction value at the time of engaging the rear clutch 403 is set to the turbine at which the hydraulic pressure at the next engagement is lowered. The target value of the change amount is changed so as to take the value indicated by the solid line on the lower side of FIG. 7 so that the change rate of the rotation speed, that is, the change amount per unit time is increased (step S25). In addition, the correction value is not changed when the vibration of the turbine speed is not observed.

  With the above-described configuration, the electronic control device 6 that is the control device for the automatic transmission according to the present embodiment generates abnormal noise at the timing when abnormal noise is generated from the rear clutch 403 during the shift change. As a result of effectively avoiding the setting of the hydraulic pressure to cause, an abnormal noise that occurs at the time of engagement / disengagement of the rear clutch 403 is realized without performing any part replacement or the like.

  Although the embodiment of the present invention has been described above, the specific configuration of each unit is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

  Generally, a transmission is provided with a sensor (not shown) for detecting the rotational speed on the output shaft side in addition to a sensor for detecting the rotational speed on the input shaft side, that is, the turbine rotational speed. In the above-described embodiment, when vibration of the turbine rotational speed is detected, a measure for suppressing the generation of abnormal noise in the transmission clutch (that is, the setting value of the hydraulic pressure of the transmission clutch during the shift change is reduced or shifted. The target value of the rate of change of the input shaft or output shaft speed is changed so that the hydraulic pressure of the speed change clutch during the change is reduced). Instead, the rotational speed on the output shaft side is monitored via a sensor, and when the vibration of the rotational speed on the output shaft side is detected, measures are taken to suppress the occurrence of abnormal noise in the transmission clutch. You may make it do.

  In the above-described embodiment, a mode has been disclosed in which the correction amount of the hydraulic pressure is reduced at the time of downshifting and the target value of the rate of change in the turbine speed is corrected at the time of upshifting. The target value may be corrected and the correction amount of the hydraulic pressure may be reduced at the time of upshifting. Further, for example, in the above embodiment, the aspect focused on when the rear clutch is engaged / disengaged is disclosed, but of course, when an abnormal noise is generated at the time of a shift change related to another gear position, the engagement / engagement is performed. The hydraulic pressure to other shift clutches to be released may be changed. Further, the gear position of the automatic transmission, that is, the number of shifts and the specific mode of the engine are not limited to those of the above embodiment, and various modes including the existing ones can be applied.

  In addition, the specific configuration of each part is not limited to the above embodiment, and various modifications can be made without departing from the spirit of the present invention.

  The present invention can be used as a control device for an automatic transmission for a vehicle.

2 ... automatic transmission 34 ... means for detecting input shaft speed (turbine speed sensor)
401: Shift clutch (reverse clutch)
402: Shifting clutch (forward clutch)
403 ... Transmission clutch (rear clutch)
404 ... shift clutch (one-way clutch)
405 ... Shift clutch (2 & 4 brake)
406 ... Shift clutch (1 & reverse brake)
6 ... Automatic transmission control device (electronic control device)

Claims (1)

An automatic transmission having a means for detecting rotational speeds of an input shaft and an output shaft, and controlling hydraulic pressures of a plurality of shift clutches engaged or disengaged at the time of a shift change according to the rotational speed of the input shaft or the output shaft. A control device,
When vibration of the input shaft or output shaft rotation speed that causes abnormal noise is detected from the shift clutch that is engaged or disengaged during the shift change, the hydraulic pressure of the shift clutch during the shift change is detected. A control device for an automatic transmission, characterized in that a set value is reduced or a target value of a rate of change of the input shaft or output shaft speed is changed so that the hydraulic pressure of the shift clutch during a shift change is reduced.

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