JP2016003751A - Automatic transmission parameter identification device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To shorten time required before completion of identification in a temperature region in which identification is not completed.SOLUTION: An auxiliary transmission includes a Low brake 32 controlled using function characteristics specified by parameter values (α, β); a High clutch 33; and a Rev brake 34. A continuously variable transmission including this auxiliary transmission comprises a transmission controller 12 determining unknown parameter values by dividing an entire region from a low temperature side to a high temperature side into a plurality of ATF oil temperature regions for the parameter values (α, β) specifying the function characteristics and executing a parameter identification control based on initial parameter values (α, β) set per AFT oil temperature region. If completing the identification in one ATF oil temperature region, the transmission controller 12 rewrites the initial parameter values in the other ATF oil temperature regions not completed with the identification on the basis of differences Δα and Δβ between the initial parameter values (α, β) in the ATF oil temperature region completed with the identification and identified parameter values (α, β).

Description

  The present invention relates to a parameter identification device for an automatic transmission that includes a control object that is controlled using a function characteristic defined by a parameter value.

  Conventionally, in order to identify parameters more appropriately from multiple experimental data, the friction coefficient μ of the automatic transmission clutch is used as a parameter, and weighted according to the accuracy (size of hydraulic pressure) at the time of identification. A parameter identification device for an automatic transmission that calculates a result is known (see, for example, Patent Document 1).

JP 2010-216630 A

  However, in the conventional automatic transmission parameter identification device, there is no detailed disclosure about the identification of the temperature region in which the identification has not been completed. Therefore, if parameter identification is performed for each temperature region in a plurality of temperature regions, the time required to complete the identification varies greatly depending on the temperature region. For this reason, there has been a problem that the time required for the identification to be completed in all the temperature regions cannot be shortened because the uncompleted temperature region remains long.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a parameter identification device for an automatic transmission that can shorten the time required for completion of identification in a temperature range where identification has not been completed. And

In order to achieve the above object, an automatic transmission according to the present invention includes a controlled object that is controlled using a function characteristic defined by a parameter value. In this automatic transmission, with respect to the parameter values that define the function characteristics, the entire region from the low temperature side to the high temperature side is divided into a plurality of temperature regions, and parameter identification control based on the initial parameter values set for each temperature region is performed. A parameter identification control means for determining an unknown parameter value by executing is provided.
When the identification in one temperature region is completed, the parameter identification control means, based on the difference between the initial parameter value in the temperature region where the identification is completed and the identification parameter value, the initial parameter in the other temperature region where the identification is not completed Rewrite the value.

Therefore, when parameter identification in one temperature region is completed, the initial parameter values in other temperature regions where identification has not been completed are rewritten and corrected based on the difference between the initial parameter value and identification parameter value in the temperature region where identification has been completed. Is done.
In other words, in the case of an automatic transmission, the function characteristics change depending on the temperature, so that the accuracy decreases if one identification is performed for the entire region from the low temperature side to the high temperature side. On the other hand, if identification is performed by dividing the entire region from the low temperature side to the high temperature side into a plurality of temperature regions, it takes time to complete the identification in all temperature regions. In particular, in the low temperature range, the temperature change per unit time is large, so the identification time is limited and the identification is not completed.
On the other hand, paying attention to the fact that there is a temperature region where the identification is completed quickly during traveling and that the identification time is shortened as the difference between the initial parameter value and the identification parameter value is smaller, Based on the difference between the initial parameter value and the identification parameter value, the initial parameter value in another temperature region in which the identification has not been completed is rewritten.
As a result, it is possible to reduce the time required for completing the identification in the temperature region where the identification is not completed.

1 is an overall view showing a schematic configuration of a vehicle equipped with a continuously variable transmission with an auxiliary transmission (an example of an automatic transmission) to which a parameter identification device of Embodiment 1 is applied. It is a block diagram which shows the internal structure of the transmission controller of Example 1. FIG. It is a shift map figure which shows an example of the shift map stored in the memory | storage device of the transmission controller of Example 1. FIG. 6 is a flowchart showing an overall flow of parameter identification control processing executed by the transmission controller of the first embodiment. It is a flowchart which shows the flow of an identification start condition determination process among the parameter identification control processes of FIG. It is a flowchart which shows the flow of an identification completion determination process among the parameter identification control processes of FIG. It is a flowchart which shows the flow of an identification value reflection process among the parameter identification control processes of FIG. FIG. 6 is a functional characteristic diagram showing a relationship between clutch torque capacity determined by α and β, which are targets for parameter identification in Embodiment 1, and input torque (engine torque). It is a parameter map figure which shows the map which wrote the initial value (nominal value) of (alpha) and (beta) which are the object of parameter identification in Example 1 for every ATF oil temperature area | region. It is a parameter map figure which shows the map which wrote the identification value of (alpha) and (beta) which is the object of parameter identification in Example 1 for every ATF oil temperature area | region. It is a figure which shows the pattern 1 of the weighting coefficient used when reflecting the identification value of an identification completion area | region in the other area | regions incomplete identification in parameter identification in Example 1. FIG. It is a figure which shows the pattern 2 of the weighting factor used when reflecting the identification value of an identification completion area | region in the other area | region which has not been identified in parameter identification in Example 1. FIG. It is a figure which shows the pattern 3 of the weighting coefficient used when reflecting the identification value of an identification completion area | region in other unidentified area | regions in the parameter identification in Example 1. FIG.

  Hereinafter, the best mode for realizing the parameter identification device for an automatic transmission according to the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
The configuration of the control device for the continuously variable transmission with a sub-transmission in the first embodiment includes “overall system configuration”, “shift control configuration using a shift map”, “clutch fuse control configuration”, “overall configuration of parameter identification control”, The description will be divided into “detailed configuration of parameter identification control”.

[Overall system configuration]
FIG. 1 shows a schematic configuration of a vehicle equipped with a continuously variable transmission with a sub-transmission to which the parameter identification device of Embodiment 1 is applied, and FIG. 2 shows an internal configuration of a transmission controller. The overall system configuration will be described below with reference to FIGS.
In the following description, the “transmission ratio” of a transmission mechanism is a value obtained by dividing the input rotational speed of the transmission mechanism by the output rotational speed of the transmission mechanism. Further, “lowest speed ratio” means the maximum speed ratio of the transmission mechanism, and “highest speed ratio” means the minimum speed ratio of the speed change mechanism.

A vehicle on which the continuously variable transmission with the auxiliary transmission is mounted includes an engine 1 as a drive source. The output rotation of the engine 1 is via a torque converter 2 with a lock-up clutch, a first gear train 3, a continuously variable transmission (hereinafter simply referred to as "transmission 4"), a second gear train 5, and a final reduction gear 6. Is transmitted to the drive wheel 7. The second gear train 5 is provided with a parking mechanism 8 that mechanically locks the output shaft of the transmission 4 at the time of parking.
Further, the vehicle includes an oil pump 10 that is driven using a part of the power of the engine 1, a hydraulic control circuit 11 that regulates the hydraulic pressure from the oil pump 10 and supplies the hydraulic pressure to each part of the transmission 4, A transmission controller 12 that controls the hydraulic control circuit 11 is provided. Each configuration will be described below.

  The transmission 4 includes a continuously variable transmission mechanism (hereinafter referred to as “variator 20”) and an auxiliary transmission mechanism 30 provided in series with the variator 20. “To be provided in series” means that the variator 20 and the auxiliary transmission mechanism 30 are provided in series in the same power transmission path. The auxiliary transmission mechanism 30 may be directly connected to the output shaft of the variator 20 as in this example, or may be connected via another transmission or power transmission mechanism (for example, a gear train).

  The variator 20 is a belt-type continuously variable transmission mechanism that includes a primary pulley 21, a secondary pulley 22, and a V-belt 23 that is wound around the pulleys 21 and 22. Each of the pulleys 21 and 22 includes a fixed conical plate, a movable conical plate that is arranged with a sheave surface facing the fixed conical plate, and forms a V-groove between the fixed conical plate, and the movable conical plate. The hydraulic cylinders 23a and 23b are provided on the back surface of the movable cylinder to displace the movable conical plate in the axial direction. When the hydraulic pressure supplied to the hydraulic cylinders 23a, 23b is adjusted, the width of the V-groove changes, the contact radius between the V belt 23 and each pulley 21, 22 changes, and the gear ratio vRatio of the variator 20 changes steplessly. To do.

  The subtransmission mechanism 30 is a transmission mechanism having two forward speeds and one reverse speed. The sub-transmission mechanism 30 is connected to a Ravigneaux type planetary gear mechanism 31 in which two planetary gear carriers are connected, and a plurality of friction elements connected to a plurality of rotating elements constituting the Ravigneaux type planetary gear mechanism 31 to change their linkage state. Fastening elements (Low brake 32, High clutch 33, Rev brake 34) are provided. When the hydraulic pressure supplied to each of the frictional engagement elements 32 to 34 is adjusted and the engagement / release state of each of the frictional engagement elements 32 to 34 is changed, the gear position of the auxiliary transmission mechanism 30 is changed. For example, if the Low brake 32 is engaged and the High clutch 33 and the Rev brake 34 are released, the shift stage of the subtransmission mechanism 30 is the first speed. If the high clutch 33 is engaged and the low brake 32 and the rev brake 34 are released, the gear position of the subtransmission mechanism 30 becomes the second speed having a smaller gear ratio than the first speed. Further, when the Rev brake 34 is engaged and the Low brake 32 and the High clutch 33 are released, the shift speed of the subtransmission mechanism 30 is reverse. In the following description, it is expressed that “the transmission 4 is in the low speed mode” when the shift speed of the auxiliary transmission mechanism 30 is the first speed, and “the transmission 4 is in the high speed mode” when the speed is the second speed. Express.

  As shown in FIG. 2, the transmission controller 12 includes a CPU 121, a storage device 122 including a RAM / ROM, an input interface 123, an output interface 124, and a bus 125 that interconnects them. .

  The input interface 123 includes an output signal of an accelerator opening sensor 41 for detecting an accelerator pedal depression degree (hereinafter referred to as “accelerator opening APO”), an input rotational speed of the transmission 4 (= the primary pulley 21 of the primary pulley 21). The output signal of the rotation speed sensor 42 for detecting the rotation speed (hereinafter referred to as “primary rotation speed Npri”), the output signal of the vehicle speed sensor 43 for detecting the traveling speed of the vehicle (hereinafter referred to as “vehicle speed VSP”), and the speed change. The output signal of the oil temperature sensor 44 that detects the ATF oil temperature of the machine 4, the output signal of the inhibitor switch 45 that detects the position of the select lever, the torque signal Te that is the output torque signal of the engine 1, and the like are input. The

  The storage device 122 stores a shift control program for the transmission 4 and a shift map (FIG. 3) used in the shift control program. The CPU 121 reads out and executes a shift control program stored in the storage device 122, performs various arithmetic processes on various signals input via the input interface 123, generates a shift control signal, and generates the generated shift control program. The control signal is output to the hydraulic control circuit 11 via the output interface 124. Various values used in the arithmetic processing by the CPU 121 and the arithmetic results are appropriately stored in the storage device 122.

  The hydraulic control circuit 11 includes a plurality of flow paths and a plurality of hydraulic control valves. Based on the shift control signal from the transmission controller 12, the hydraulic control circuit 11 controls a plurality of hydraulic control valves to switch the hydraulic pressure supply path, and prepares the necessary hydraulic pressure from the hydraulic pressure generated by the oil pump 10, Is supplied to each part of the transmission 4. Thereby, the gear ratio vRatio of the variator 20 and the gear position of the auxiliary transmission mechanism 30 are changed, and the transmission 4 is shifted.

[Shift control configuration by shift map]
FIG. 3 shows an example of a shift map stored in the storage device 122 of the transmission controller 12. Hereinafter, a shift control configuration based on the shift map will be described with reference to FIG.

  The operating point of the transmission 4 is determined based on the vehicle speed VSP and the primary rotational speed Npri on the shift map shown in FIG. The slope of the line connecting the operating point of the transmission 4 and the zero point of the lower left corner of the transmission map is the overall transmission obtained by multiplying the transmission ratio of the transmission 4 (the transmission ratio vRatio of the variator 20 and the transmission ratio subRatio of the subtransmission mechanism 30). Ratio, hereinafter referred to as “through transmission ratio”). Similar to the shift map of the conventional belt-type continuously variable transmission, a shift line is set for each accelerator opening APO, and the shift of the transmission 4 is selected according to the accelerator opening APO. According to the shift line. For simplicity, FIG. 3 shows a full load line (shift line when accelerator opening APO = 8/8), partial line (shift line when accelerator opening APO = 4/8), coast line ( Only the shift line when the accelerator opening APO = 0 is shown.

  When the transmission 4 is in the low speed mode, the transmission 4 is obtained by maximizing the transmission ratio vRatio of the variator 20 and the low speed mode highest line obtained by minimizing the transmission ratio vRatio of the variator 20. And can be shifted between. At this time, the operating point of the transmission 4 moves in the A region and the B region. On the other hand, when the transmission 4 is in the high speed mode, the transmission 4 has the maximum low speed line obtained by maximizing the transmission ratio vRatio of the variator 20 and the maximum high speed mode obtained by minimizing the transmission ratio vRatio of the variator 20. The speed can be changed between the lines. At this time, the operating point of the transmission 4 moves in the B region and the C region.

  The gear ratio of each gear stage of the auxiliary transmission mechanism 30 is a gear ratio (low speed mode maximum High gear ratio) corresponding to the low speed mode highest line, and a gear ratio corresponding to the high speed mode low line (high speed mode lowest gear ratio). ) Is set to be smaller than. Thus, a low speed mode ratio range that is a range of the through speed ratio Ratio of the transmission 4 that can be taken in the low speed mode, and a high speed mode ratio range that is a range of the through speed ratio Ratio of the transmission 4 that can be taken in the high speed mode. Partially overlap. When the operating point of the transmission 4 is in the B region (overlapping region) sandwiched between the high-speed mode lowest line and the low-speed mode highest line, the transmission 4 can select either the low-speed mode or the high-speed mode. ing.

  The transmission controller 12 refers to this shift map and sets the through speed ratio Ratio corresponding to the vehicle speed VSP and the accelerator opening APO (the driving state of the vehicle) as the ultimate through speed ratio DRatio. The reaching through speed ratio DRatio is a target value that the through speed ratio Ratio should finally reach in the operation state. Then, the transmission controller 12 sets a target through speed ratio tRatio, which is a transient target value for causing the through speed ratio Ratio to follow the reached through speed ratio DRatio with a desired response characteristic, and the through speed ratio Ratio is the target. The variator 20 and the subtransmission mechanism 30 are controlled so as to coincide with the through speed ratio tRatio.

  On the shift map, a mode switching up shift line (1 → 2 up shift line of the subtransmission mechanism 30) for performing the upshifting of the subtransmission mechanism 30 is set so as to substantially overlap the low speed mode highest line. . The through speed ratio Ratio corresponding to the mode switching up speed change line is substantially equal to the low speed mode highest speed speed ratio. Further, on the shift map, a mode switching down shift line (2 → 1 down shift line of the subtransmission mechanism 30) for performing the downshift of the subtransmission mechanism 30 is set so as to substantially overlap the high speed mode lowest line. Yes. The through speed ratio Ratio corresponding to the mode switching down speed change line is substantially equal to the high speed mode lowest speed speed ratio.

  When the operating point of the transmission 4 crosses the mode switching up shift line or the mode switching down shift line, that is, when the target through speed ratio tRatio of the transmission 4 changes across the mode switching speed ratio mRatio. Or the mode switching speed ratio mRatio, the transmission controller 12 performs mode switching speed control. In this mode switching shift control, the transmission controller 12 shifts the auxiliary transmission mechanism 30 and changes the transmission ratio vRatio of the variator 20 in a direction opposite to the direction in which the transmission ratio subRatio of the auxiliary transmission mechanism 30 changes. In this way, cooperative control for coordinating two shifts is performed.

  In the cooperative control, when the target through speed ratio tRatio of the transmission 4 crosses the mode switching up shift line or coincides with the mode switching up line, the transmission controller 12 issues a 1 → 2 up shift determination, The gear position of the subtransmission mechanism 30 is changed from the first gear to the second gear, and the gear ratio vRatio of the variator 20 is changed from the highest gear ratio to the low gear ratio. On the contrary, when the target through speed ratio tRatio of the transmission 4 crosses the mode switching down shift line or coincides with the mode switching down shift line, the transmission controller 12 issues a 2 → 1 down shift determination and makes a sub shift. The gear stage of the mechanism 30 is changed from the second gear to the first gear, and the gear ratio vRatio of the variator 20 is changed from the lowest gear ratio to the high gear ratio side.

  The cooperative control for changing the gear ratio vRatio of the variator 20 at the time of the mode switching up shift or the mode switching down shift is performed by the driver according to the change in the input rotation caused by the step of the through gear ratio Ratio of the transmission 4. This is because an uncomfortable feeling can be suppressed and a shift shock of the auxiliary transmission mechanism 30 can be reduced.

[Clutch fuse control configuration]
Next, in the continuously variable transmission with a sub-transmission configured as described above, a description will be given of a configuration of clutch fuse control for buffering an excessive torque when it is input.

  First, when there is a sudden deceleration due to sudden braking or the like while the vehicle is running, when the driving wheel 7 shifts from the low μ road surface to the high μ road surface and the driving wheel 7 shifts from the slip state to the grip state, the driving wheel 7 When the vehicle is on the road, the rotational speed of the drive wheel 7 changes abruptly, so that excessive torque is input to the transmission 4 from the drive wheel 7 side.

After completion of stepping of the drive wheel 7 or when an excessive fuel injection occurs due to a failure in the engine 1 and the engine speed Ne increases excessively, the transmission from the engine 1 side that is the drive source is transmitted. An excessive torque is input to 4.
That is, “excessive torque” means a large torque input from the drive wheels 7 during sudden deceleration or a torque larger than the torque intended by the driver due to an abnormality in the engine 1 such as an abnormality in the fuel injection amount. Therefore, the torque input from the engine 1 in response to the accelerator operation, which is the driver's intention to travel, for example, the large torque input when the driver depresses the accelerator pedal for the purpose of kicking down is excessive. Not called torque.

  When such an excessive torque is input to the variator 20 of the transmission 4, the following problem may occur. If excessive torque is input to the variator 20 that controls the transmission ratio by the V belt 23 sandwiched between the pulleys 21 and 22, slip may occur between the pulleys 21 and 22 and the V belt 23. If the belt 23 slips, the pulleys 21 and 22 or the V-belt 23 may be damaged.

  On the other hand, when an excessive torque is input, the frictional engagement element connected to the front stage or the rear stage of the variator 20 is slipped before the variator 20 slips to control the buffering of the excessive torque. This is called fuse control.

  In the first embodiment, the friction engagement elements (Low brake 32, High clutch 33, Rev brake 34) of the auxiliary transmission mechanism 30 connected in series to the rear stage of the variator 20 that is a continuously variable transmission are slipped to cause the clutch. It functions as a fuse.

  In this clutch fuse control, the differential rotation between the feed forward amount by the clutch torque capacity corresponding to the input torque (engine torque Te) and the input rotation speed and the output rotation speed of the friction engagement element is within the set minute slip rotation difference threshold value. The engagement control of the frictional engagement element is performed by the sum of the feedback amount and the feedback amount. By this clutch fuse control, when an excessive torque is input, the friction engagement elements (Low brake 32, High clutch 33, Rev brake 34) connected to the rear stage of the variator 20 are slipped before the variator 20 slips. This prevents the occurrence of belt slip.

  Here, in order to obtain the clutch torque capacity for feedforward in the clutch fuse control, the function characteristic of clutch torque capacity-input torque shown in FIG. 8 is used. The parameter values α and β that define this function characteristic are unknown values that vary depending on the product variation and change over time. As an initial value (nominal value), the frictional engagement element reliably slips regardless of the product variation. Give in. Therefore, when clutch fuse control is started, a control command for obtaining the clutch torque capacity for feed forward is output, and then a control command for feedback is added, so that the differential rotation of the frictional engagement element is converged within the minute slip rotation difference threshold value. Control. In addition, the function characteristic is not a constant characteristic that does not change depending on the ATF oil temperature, but varies depending on the ATF oil temperature region. Therefore, as shown in FIG. 9, as the initial value (nominal value), the function characteristic is divided into a plurality of divided ATF oil temperature regions. give. Parameters identified by the parameter identification control described below are eight sets of parameter values α and β given for each ATF oil temperature region.

[Overall configuration of parameter identification control]
FIG. 4 shows the overall flow of parameter identification control processing executed by the transmission controller 12 of the first embodiment (parameter identification control means). Hereinafter, each step of FIG. 4 representing the parameter identification control processing configuration will be described. The parameter identification control process is performed in a predetermined control cycle on the assumption that the clutch fuse control is being executed.

  In step S1, the identification start condition is checked, and the process proceeds to step S2. In step S2, following the identification start condition check in step S1, it is determined whether the identification start condition is satisfied. If YES (identification start condition is satisfied), the process proceeds to step S3. If NO (identification start condition is not satisfied), the process proceeds to return. Here, the determination process of whether or not the identification start condition is satisfied is performed according to a flowchart shown in FIG.

  In step S3, following the determination that the identification start condition is satisfied (identification execution determination flag = 1) in step S2, a temperature region (ATF oil temperature region) for performing the identification is determined, and the process proceeds to step S4. In step S4, parameter identification in the determined temperature region (ATF oil temperature region) is performed following the identification region (temperature) determination in step S3, and the process proceeds to step S5.

  In step S5, following the identification execution in the determined region in step S4, it is determined whether an identification completion condition is satisfied. If YES (identification completion condition is satisfied), the process proceeds to step S6, and if NO (identification completion condition is not satisfied), the process proceeds to return. Here, the determination process of whether or not the identification completion condition is satisfied is performed according to a flowchart shown in FIG.

  In step S6, following the determination that the identification completion condition is satisfied (identification completion determination flag = 1) in step S5, a weighting coefficient is determined for each identification value reflection area, and the process proceeds to step S7. In step S7, following the determination of the weighting factor in step S6, the identification value is reflected and the process proceeds to return. Here, specific processing for reflecting the identification value is performed according to a flowchart shown in FIG.

[Detailed configuration of parameter identification control]
FIG. 5 shows the flow of the identification start condition determination process in the parameter identification control process of FIG. Hereinafter, each step of FIG. 5 will be described.

In step S21, it is determined whether or not the ATF oil temperature is within the range of the minimum identified execution oil temperature Temp_min and the maximum identified oil temperature Temp_max. If YES (Temp_min ≦ ATF oil temperature ≦ Temp_max), the process proceeds to step S22. If NO (Temp_min> ATF oil temperature or ATF oil temperature> Temp_max), the process proceeds to step S27.
Here, the “ATF oil temperature” specifically refers to the oil temperature of the hydraulic oil that controls the engagement state of the frictional engagement elements (Low brake 32, High clutch 33, Rev brake 34). When the hydraulic oil that controls the engagement state of the frictional engagement element cannot be directly detected, a similar oil temperature may be detected.

In step S22, following the determination that Temp_min ≦ ATF oil temperature ≦ Temp_max in step S21, it is determined whether or not the throttle valve is open (Th ON). If YES (Th ON), the process proceeds to step S23. If NO (Th OFF), the process proceeds to step S27.
Here, the throttle valve opening determination is made based on the determination that the accelerator opening APO is APO> 0.

  In step S23, it is determined whether or not the lock-up clutch of the torque converter 2 is engaged (L / U ON) following the determination that Th ON in step S22. If YES (L / U ON), the process proceeds to step S24. If NO (L / U OFF), the process proceeds to step S27.

  In step S24, following the determination that L / U is ON in step S23, it is determined whether the engine torque change rate is equal to or less than the engine torque change rate maximum value RTrq_max. If YES (Eng Trq change rate ≦ RTrq_max), the process proceeds to step S25. If NO (Eng Trq change rate> RTrq_max), the process proceeds to step S27.

In step S25, following the determination that Eng Trq change rate ≦ RTrq_max in step S24, it is determined whether the clutch slip rotation speed is equal to or less than the clutch slip rotation speed maximum value Srev_max. If YES (clutch SlipRev ≦ Srev_max), the process proceeds to step S26, and if NO (clutch SlipRev> Srev_max), the process proceeds to step S27.
Here, the clutch slip rotation speed maximum value Srev_max is set to the maximum limit value of the minute slip based on the rotation numerical value for maintaining the minute slip in the clutch fuse control.
In addition, when the frictional engagement element has a rotational speed difference of zero or the frictional engagement element is in a state of “clutch SlipRev> Srev_max” so that the determination in step S25 for starting the identification control is YES. The hydraulic pressure to the frictional engagement element is controlled by F / B control so that the frictional engagement element is in a minute slip state.

  In step S26, following the determination that clutch SlipRev ≦ Srev_max in step S25, the identification execution determination flag is set to identification execution determination flag = 1 (identification execution permission), and the process proceeds to return.

  In step S27, following the determination of NO in any of steps S21 to S25, the identification execution determination flag is set to identification execution determination flag = 0 (identification execution prohibited), and the process proceeds to return.

  FIG. 6 shows the flow of the identification completion determination process in the parameter identification control process of FIG. Hereinafter, each step of FIG. 6 will be described.

  In step S51, it is determined whether or not the clutch slip rotational speed is equal to or less than the clutch slip rotational speed maximum value Srev_max following the determination that identification is being performed or the identification value ≠ actual instruction value in step S52. . If YES (clutch SlipRev ≦ Srev_max), the process proceeds to step S52. If NO (clutch SlipRev> Srev_max), the process proceeds to step S58.

  In step S52, following the determination that clutch SlipRev ≦ Srev_max in step S51, it is determined whether or not the identification value = the actual instruction value. If YES (identification value = actual instruction value), the process proceeds to step S53. If NO (identification value ≠ actual instruction value), the process returns to step S51.

  In step S53, following the determination that identification value = actual instruction value in step S52, the counting of the coincidence time is started, and the process proceeds to step S54.

  In step S54, following the start of the coincidence time count in step S53 or the determination that the coincidence time <Time_sa in step S55, it is determined whether or not the identification value = actual instruction value and clutch SlipRev ≦ Srev_max. to decide. If YES (identification value = actual instruction value & clutch SlipRev ≦ Srev_max), the process proceeds to step S55. If NO (identification value ≠ actual instruction value or clutch SlipRev> Srev_max), the process proceeds to step S58.

In step S55, following the determination that identification value = actual instruction value & clutch SlipRev ≦ Srev_max in step S54, the coincidence time (identification value = maintenance time with the actual instruction value) is equal to or greater than the coincidence time threshold Time_sa. It is determined whether or not. If YES (matching time ≧ Time_sa), the process proceeds to step S56. If NO (matching time <Time_sa), the process returns to step S54.
Here, the coincidence time threshold Time_sa is a time threshold for determining completion of identification, and is set to a time at which it can be confirmed that the identification value = actual instruction value is maintained even if there is a gradual change in input torque due to accelerator work. .

  In step S56, following the determination that the coincidence time ≧ Time_sa in step S55, it is determined whether or not the ATF oil temperature when it is determined in step S55 that the coincidence time ≧ Time_sa exists in the determination identification region. to decide. If YES (ATF oil temperature = determination identification area), the process proceeds to step S57. If NO (ATF oil temperature ≠ determination identification area), the process proceeds to step S58.

  In step S57, following the determination that ATF oil temperature = determination identification region in step S56, the identification completion determination flag is set to identification completion determination flag = 1 indicating the completion of identification of one ATF oil temperature region, Proceed to return.

  In step S58, following the determination of NO in step S51, step S54, or step S56, the identification completion determination flag is set to identification completion determination flag = 0 indicating the identification incomplete of one ATF oil temperature region, and the return Proceed to

  FIG. 7 shows the flow of the identification value reflection process in the parameter identification control process of FIG. Hereinafter, each step of FIG. 7 will be described.

  In step S71, it is determined whether or not the identification completion determination flag = 1. If YES (identification completion determination flag = 1), the process proceeds to step S72. If NO (identification completion determination flag = 0), the process proceeds to return.

In step S72, following the determination that the identification completion determination flag = 1 in step S71, the identification parameter value is reflected in the identification execution region (ATF oil temperature region), and the process proceeds to step S73.
Here, the reflection to the identification execution region (ATF oil temperature region) is performed by rewriting an initial parameter value set in advance to an identification parameter value and a new initial parameter value used for subsequent clutch fuse control.

In step S73, following the reflection to the identification execution region (ATF oil temperature region) in step S72, a weighting factor (contribution rate) is used to reflect the identification parameter value to the unidentified peripheral region (ATF oil temperature region). Determine and proceed to step S74.
Here, the determination of the weighting coefficient includes the first symmetrical pattern centered on the identification completion temperature region (FIG. 11), the second asymmetric second pattern centered on the identification completion temperature region (FIG. 12), and the identification completion temperature. This is performed by selecting one of the left and right asymmetric third patterns (FIG. 13) centering on the area.

  In step S74, following the determination of the value reflection weighting factor to the unidentified peripheral region (ATF oil temperature region) in step S73, the identification parameter value is determined for the unidentified peripheral region (ATF oil temperature region). Reflected by the weighting factor, the process proceeds to step S75.

In step S75, following the reflection of the value to the unidentified peripheral region (ATF oil temperature region) in step S74, the identification parameter value is set for the already identified peripheral region (ATF oil temperature region) that has already been identified. For reflection, a weighting factor is determined, and the process proceeds to step S76.
Here, the determination of the weight coefficient for the identified peripheral area is the same as the determination of the weight coefficient for the unidentified peripheral area described in step S73.

In step S76, following the determination of the value reflection weight coefficient to the identified completed peripheral region (ATF oil temperature region) in step S75, the identification parameter value is determined for the identified completed peripheral region (ATF oil temperature region). Reflect by the weighting factor and proceed to return.
Here, the reflection of the weighting factor in the identified peripheral region is the same as the reflection of the weighting factor in the unidentified peripheral region described in step S74.

Next, the operation will be described.
The operations in the parameter identification device of the continuously variable transmission with the auxiliary transmission according to the first embodiment are “parameter identification control processing operation”, “parameter identification control operation”, “identification start condition determination operation”, and “identification completion condition determination”. The operation will be divided into “operation” and “identification parameter value reflection operation to the identification peripheral region”.

[Parameter identification control processing action]
The parameter identification control process is performed according to the flowchart of FIG. During the clutch fuse control, the process proceeds from step S1 to step S2. In step S2, it is determined whether the identification start condition is satisfied following the identification start condition check in step S1. If it is determined in step S2 that the identification start condition is satisfied (identification execution determination flag = 1), the process proceeds to step S3, where a temperature region (ATF oil temperature region) for performing the identification is determined, and then step S4. The parameter identification is performed in the determined temperature range (ATF oil temperature range).

Here, in the parameter identification, first, based on the ATF oil temperature information from the oil temperature sensor 44, as shown in FIG. 9, it is determined which temperature region belongs to the divided ATF oil temperature regions. Is done. When all the identification start conditions are satisfied, data (engine torque information, clutch torque capacity information) used for parameter identification is acquired for each control cycle. When this data is accumulated more than a predetermined number, the parameter value α representing the slope of the function characteristic of the determined ATF oil temperature region and the amount of offset from the initial parameter value by parameter identification calculation using a well-known least square method etc. Is determined (see FIG. 8). The identification calculation of parameter values α and β is completed until the identification is completed in one ATF oil temperature region, and the initial parameter value in one ATF oil temperature region is rewritten to the identification parameter value that has been identified. It is performed at any time according to (experience number) and experience time.
Here, parameter value α and parameter value β are engine torque Te, clutch torque capacity T, solenoid hydraulic pressure P, friction coefficient μ, effective radius D, pressure receiving area A, return spring load F, and so on. Then, it is defined by the expression “Te = T”. That means
Te = T
= ΜDN (AP-F)
= ΜDNAP-μDNF
= ΑP-β
It becomes.

Next, following the identification in step S4 in the determined ATF oil temperature region, it is determined in step S5 whether an identification completion condition is satisfied. If it is determined in step S5 that the identification completion condition is satisfied (identification completion determination flag = 1), a weighting coefficient is determined for each identification value reflection region in step S6, and in step S7, the weight in step S6 is determined. Following the determination of the coefficients, the identification values are reflected.
Here, the identification value reflection in step S7 is based on the difference between the initial parameter value in the ATF oil temperature region where the identification is completed and the identification parameter value, and the initial parameter value in another ATF oil temperature region where the identification is not completed. Is to rewrite When one identification value is reflected in another ATF oil temperature region for which identification has not been completed, the process returns to step S1 and the same process is repeatedly performed.

That is, the contents of the parameter identification control process are as follows.
(a) An existing initial value (nominal value) is set in advance and identification is performed (FIG. 9).
The initial value (nominal value) is obtained by parameter identification based on experimental data obtained in advance using an actual machine.
(b) The difference between the areas that have been identified is reflected in the initial value of the unidentified area (FIG. 10).
When reflecting in the initial value of the unidentified area, the difference between the identified value of the identification completed area and the initial value (nominal value) is grasped.
(c) When reflecting in the initial value of the unidentified area, use a “weighting coefficient” to bring the initial value set on the side to surely slip closer to the true value (FIGS. 11 to 13).
By using the “weighting factor” when reflecting the initial value of the unidentified area, the initial value can be prevented from changing suddenly.

As a specific example, when the identification at 60 ° C. is completed after the identification at 80 ° C. is completed, rewriting of the initial value at 100 ° C. will be described. Actual identification control proceeds in the following procedure.
-1) Completed identification at 80 ° C.
-2) Rewrite the initial values at 60 ° C and 100 ° C based on the contribution ratio centered on 80 ° C (the initial value A after rewriting at 100 ° C).
-3) Identification at 60 ° C completed.
-4) Obtain the initial value B at 100 ° C based on the contribution rate centered at 60 ° C.
-5) For the initial value at 100 ° C, increase the weight of the initial value A and decrease the weight of the initial value B (Note: The initial value A is not the initial value B). → The initial value at 100 ° C is a value that approximates the initial value A (initial value C).
-6) When performing identification control at 100 ° C, start with the initial value C.
-7) Use the value D obtained after the completion of identification control at 100 ° C.

[Parameter identification control action]
For example, a comparative example is one in which parameter identification is performed independently for each ATF oil temperature region. In the case of this comparative example, the time until the completion of identification cannot be shortened in the unfinished ATF oil temperature region. This is because it is necessary to perform identification control from zero for each ATF oil temperature region.
That is, the solid line characteristics in FIG. 8 are characteristics using the parameter values α and β after completion of identification, and the one-dot chain line characteristics are characteristics using the initial parameter values α ₀ and β ₀ (nominal values). In this case, when the identification control is performed using the one-dot chain line characteristic as the start line, it takes time to complete the identification control because the one-dot chain line characteristic that is the start line is greatly separated from the solid line characteristic (identification) The closer the start line at the start of control is to the solid line characteristic, the shorter the time until the identification control is completed). Until this identification control is completed, it is controlled by an erroneous characteristic, and there is a possibility that appropriate control is not performed.

  For example, when performing clutch fuse control (a technique for preventing slippage between the pulley and the belt by setting pulley capacity> clutch capacity), if the time required for completion of identification becomes long, until identification is completed, The target clutch capacity cannot be obtained, and the clutch fuse function may not be obtained during that time (pulley capacity <clutch capacity). However, if the clutch capacity is reduced too much, the amount of power transmission of the clutch is reduced, and the required driving force cannot be obtained in the first place. Therefore, when performing clutch fuse control, it is necessary to complete identification as soon as possible.

On the other hand, in Example 1, when parameter identification in one temperature region is completed, identification is completed based on the difference between the initial parameter value and identification parameter value in the ATF oil temperature region in which identification is completed. The initial parameter value in the ATF oil temperature region is rewritten.
As a result, it is possible to shorten the time required to complete the identification for other ATF oil temperature regions.
That is, based on the characteristics of the ATF oil temperature region where the identification has been completed, the characteristics of other ATF oil temperature regions where the identification has not been completed are rewritten. The characteristic after rewriting is closer to the true value (value obtained upon completion of identification) than the characteristic before rewriting. Therefore, when performing identification control in other ATF oil temperature regions, starting identification control with the characteristics before rewriting will shorten the time to completion of identification rather than starting identification control with characteristics after rewriting. Can do. Thereby, until the identification control is completed, it is possible to shorten the time during which the control is performed with an erroneous characteristic, and it is possible to prevent the appropriate control from being performed.

By performing the identification control as described above (rewriting characteristics in other incomplete areas based on the characteristics of areas that have been identified), there are the following additional advantages.
We want to perform identification control in each ATF oil temperature region in order to set the parameter value to the correct value in each ATF oil temperature region. However, since the ATF oil temperature rises to the normal oil temperature range (for example, 80 ° C. to 90 ° C.) in a short time after starting the engine, the ATF oil temperature is in the low oil temperature range (for example, 0 ° C. to 80 ° C.). Even if the time is very short and the identification control is performed in the low oil temperature region, the normal oil temperature region is reached before the identification control is completed. That is, in the low oil temperature region, it is difficult to obtain a correct value by the identification control, and while driving in the low oil temperature region, the clutch is controlled with a value different from the correct value, and appropriate control is performed. There is a risk that it will not be possible. Also, the ATF oil temperature range (for example, 100 ° C or higher) is a temperature range that does not increase in normal driving scenes, and identification control is rarely performed. There is a risk that appropriate control may not be performed in the same manner as in the low oil temperature region. On the other hand, the above problem can be reduced by rewriting the initial values of other unfinished ATF oil temperature regions based on the values that have been identified.

[Determination action of identification start condition]
The identification start condition determination process is performed according to the flowchart of FIG. In step S21, an ATF oil temperature condition is determined as to whether or not the ATF oil temperature is within the range of the minimum identified execution oil temperature Temp_min and the maximum identified oil temperature Temp_max. In the next step S22, it is determined whether or not the throttle valve is open (Th ON). In the next step S23, a lockup condition is determined as to whether or not the lockup clutch of the torque converter 2 is engaged (L / U ON). In step S24, an engine torque change rate condition is determined as to whether or not the engine torque change rate is equal to or less than the engine torque change rate maximum value RTrq_max. In the next step S25, a minute slip condition is determined as to whether or not the clutch slip rotation speed is equal to or less than the clutch slip rotation speed maximum value Srev_max.

  Then, only when all the conditions of steps S21 to S25 are satisfied, the process proceeds to step S26, and in step S26, the identification execution determination flag is set to 1 (identification execution determination flag). On the other hand, if any of the conditions of step S21 to step S25 is not established, the process proceeds to step S27, and in step S27, the identification execution determination flag is set to 0 (identification execution determination flag).

As described above, in Example 1, the frictional engagement elements (Low brake 32, High clutch 33, Rev brake 34) are minute as input conditions for starting data acquisition in parameter identification control for determining unknown parameter values α, β. The configuration includes a minute slip condition of a slip state.
Therefore, the identification accuracy can be improved. The reason for this will be described. The clutch capacity in the clutch fuse control is set to a minimum value such that clutch capacity = clutch input torque. For example, when the clutch supply pressure required to transmit 100% of the clutch input torque is 0.2 MPa, the clutch capacity is equal to the clutch input torque when 0.2 MPa, but the clutch capacity is equal to the clutch input torque even when the pressure is 1 MPa. It becomes. That is, the minimum clutch supply pressure for clutch capacity = clutch input torque is erroneously identified.
On the other hand, when the clutch slips slightly, that is, when the clutch capacity≈the clutch input torque, the clutch supply pressure≈0.2 MPa, which is not an erroneous value of 1 MPa as described above. This prevents erroneous identification and improves identification accuracy.

In the first embodiment, the automatic transmission is a continuously variable transmission in which the variator 20 and the frictional engagement elements (Low brake 32, High clutch 33, Rev brake 34) are arranged in series between the engine 1 and the drive wheel 7. Machine. The friction engagement elements (Low brake 32, High clutch 33, Rev brake 34) are clutch fuses that satisfy (power transmission capacity of variator)> (power transmission capacity of friction engagement element) by engagement control based on torque capacity characteristics. The configuration is a control element.
Therefore, when identifying the frictional engagement elements (Low brake 32, High clutch 33, Rev brake 34), the identification accuracy can be improved, and the identification can be completed quickly in response to a request for clutch fuse control. be able to.

In the first embodiment, the driving condition that the throttle valve is open (Th ON) is included as a starting condition for starting data acquisition in the parameter identification control for determining the unknown parameter values α and β.
Therefore, accurate engine torque Te information can be obtained. That is, in order to perform parameter identification control, the value of the clutch input torque needs to be accurate. The engine torque Te when the accelerator is released and coasted varies greatly and its accuracy is low. Therefore, when the identification control is performed in a highly accurate drive state, an accurate engine torque Te can be obtained.

In the first embodiment, a configuration including a lockup condition in which the lockup clutch of the torque converter 2 is engaged (L / U ON) is included as a starting condition for starting data acquisition in the parameter identification control for determining the unknown parameter values α and β. It is said.
Therefore, accurate engine torque Te information can be obtained. That is, in the converter state, the torque input from the torque converter 2 to the clutch varies depending on the oil temperature, and thus it is difficult to obtain a correct value. In the slip L / U state, the transmission torque varies and it is difficult to obtain the correct value.

[Determination action of identification completion condition]
The identification completion condition determination process is performed according to the flowchart of FIG. In step S51, it is determined whether or not the clutch slip rotation speed is equal to or less than the clutch slip rotation speed maximum value Srev_max. In step S52, it is determined whether or not the identification value = actual instruction value. Then, the process proceeds to step S53 only when the minute slip condition in step S51 and the matching condition between the identification value and the actual instruction value in step S52 are both established, and in step S53, counting of matching time is started. On the other hand, when the minute slip condition in step S51 is not satisfied, the process proceeds to step S58, and the identification completion determination flag is set to 0.

  When the counting of the coincidence time is started in step S53, it is determined in step S54 whether or not the coincidence condition between the identification value and the actual instruction value and the minute slip condition are both satisfied. That is, when one of the matching condition and the minute slip condition is not satisfied, the process immediately proceeds to step S58, and the identification completion determination flag is set to 0. However, when the parameter identification control proceeds and the matching time in the state where both the matching condition and the minute slip condition are satisfied becomes equal to or more than the matching time threshold Time_sa, the process proceeds from step S55 to step S56, and the ATF oil temperature at that time is determined. It is determined whether or not it exists in the identification region. If it is determined in step S56 that the ATF oil temperature is equal to the determination identification region, the process proceeds to the next step S57. In step S57, the identification completion determination flag indicates identification that indicates completion of identification of one ATF oil temperature region. Completion determination flag = 1 is set.

  As described above, when the identification completion condition is determined, the identification completion is determined including a time condition that a condition in which the matching condition between the identification value and the actual instruction value and the minute slip condition are both satisfied is continued for a predetermined time. Therefore, a highly accurate identification parameter value can be obtained.

[Effects of identification parameter values on the identification peripheral area]
The identification value reflection process is performed according to the flowchart of FIG. In step S71, it is determined whether or not the identification completion determination flag = 1. Then, only when the identification completion determination flag = 1, the process proceeds to steps after step S72, and the identification parameter value is reflected to the identification peripheral region. When the identification completion determination flag = 0, the process proceeds to return, and the identification parameter value is not reflected on the identification peripheral region.

In step S72, the identification parameter value is reflected in the identification execution region (ATF oil temperature region). That is, the preset initial parameter value is rewritten to the identification parameter value, and becomes a new initial parameter value used for the subsequent clutch fuse control. In the next step S73, a weighting factor (contribution rate) is determined for reflecting the identification parameter value to the unidentified peripheral region (ATF oil temperature region). In step S74, the unidentified peripheral region (ATF oil temperature region) is determined. The identification parameter value is rewritten by reflecting the determined weight coefficient.
For example, when the initial parameter values in the identification completed ATF oil temperature region are α ₀ and β ₀ and the completion parameter values are α ₁ and β ₁ , the difference Δα (= α ₀ −α _{1) is obtained} for the parameter values α and β. ), Δβ (= β ₀ −β ₁ ) is 100%. Therefore, when the weight coefficient is reflected in the ATF oil temperature region of 75%, the initial parameter value of the ATF oil temperature region is rewritten with 75% of the differences Δα and Δβ as the correction value.

  In step S75, a weighting factor is determined in reflecting the identification parameter value for the identified completed peripheral region (ATF oil temperature region) that has already been identified. In the next step S76, the identification parameter value is reflected and rewritten by the determined weighting coefficient for the identified completed peripheral region (ATF oil temperature region).

Here, there are the following three patterns for setting the contribution ratio of the weighting factor.
-1) Symmetry centered on the identification completion temperature (Pattern 1)
In this pattern 1, as shown in FIG. 11, with respect to the identification completion area (100%), the weight coefficient is lowered (75% → 50% → 25%) as the oil temperature is farther away. The weight coefficient is lowered as the temperature goes away (75% → 50% → 25%).
-2) Asymmetric left and right around the identification completion temperature (Pattern 2)
In this pattern 2, as shown in FIG. 12, the weighting factor is lowered as the oil temperature is farther from the identification completion area (100%) (75% → 50% → 25%), but the higher oil temperature side. The further the distance is, the smaller the degree of lowering the weight coefficient (90% → 80% → 70%).
-3) Asymmetry 2 centered on the identification completion temperature (Pattern 3)
In this pattern 3, as shown in FIG. 13, the weighting coefficient is lowered (75% → 50% → 25%) toward the low oil temperature side with respect to the identification completion area (100%), and the high oil On the warm side, the weighting factor is 100% in all regions.

  Since there is almost no oil temperature sensitivity when the ATF oil temperature is high (for example, 100 ° C. or higher), pattern 3 in FIG. 13 is used. Thereby, for example, when the identification at 100 ° C. is completed, the characteristic at 120 ° C. can be made closer to the true value, and the identification is completed in a short time when performing the identification control at 120 ° C.

  When the ATF oil temperature is in a normal temperature range (for example, 80 to 90 ° C.), although the oil temperature sensitivity is low, the oil temperature sensitivity is higher than that at 100 ° C. or higher, so the pattern 2 in FIG. The effect is the same as above.

  When the ATF oil temperature is lower than the normal temperature range (for example, less than 60 ° C.), since the oil temperature sensitivity is high, pattern 1 in FIG. 11 is used.

In Example 1, it was set as the structure which makes the contribution rate of an identification completion value low, so that it leaves | separates from the temperature range where identification was completed.
Therefore, the function characteristics in the unidentified ATF oil temperature region can be rewritten so as to be closer to the true value. Because the closer to the ATF oil temperature region where the identification is completed, the more reliable the value in the ATF oil temperature region where the identification is completed is. Since the reliability decreases, the contribution ratio of the weighting factor is lowered as the distance increases. By doing in this way, it is because it can rewrite to an appropriate function characteristic in the ATF oil temperature area | region which has not been identified yet.

The first embodiment is intended for friction engagement elements (Low brake 32, High clutch 33, Rev brake 34) in a continuously variable transmission with a sub-transmission, and (contribution ratio on high oil temperature side)> ( (Contribution rate on the low oil temperature side).
In other words, the oil temperature sensitivity on the high oil temperature side is lower than that on the low oil temperature side (the change in characteristics with respect to the oil temperature change is low). Increase the contribution rate. Thereby, completion of identification on the high oil temperature side can be performed in a shorter time.

Next, the effect will be described.
In the automatic transmission parameter identification device according to the first embodiment, the following effects can be obtained.

(1) In an automatic transmission provided with controlled objects (Low brake 32, High clutch 33, Rev brake 34) controlled using function characteristics defined by parameter values (α, β),
For parameter values (α, β) that define function characteristics, the entire region from the low temperature side to the high temperature side is divided into multiple temperature regions (ATF oil temperature region), and the initial parameter values (α ₀ , β ₀ ) is provided with parameter identification control means (transmission controller 12, FIG. 4) for determining an unknown parameter value by executing parameter identification control based on
When the identification in one temperature region is completed, the parameter identification control means (transmission controller 12, FIG. 4) and initial parameter values (α ₀ , β ₀ ) and identification parameter values in the temperature region where the identification is completed. Based on the differences Δα and Δβ of (α ₁ , β ₁ ), the initial parameter values in other temperature regions where the identification has not been completed are rewritten (FIG. 4).
For this reason, in the temperature range (ATF oil temperature range) where the identification is not completed, it is possible to shorten the time required for the completion of the identification.

(2) The parameter identification control means (transmission controller 12, FIG. 4) has a rewrite weight coefficient based on the parameter value that has been identified as the temperature region (ATF oil temperature region) that is separated from the temperature region that has been identified. The contribution rate is lowered (FIG. 11).
For this reason, in addition to the effect of (1), it is possible to rewrite the function characteristics of the unidentified temperature region (ATF oil temperature region) so as to be closer to the true value.

(3) The automatic transmission includes a friction engagement element (Low brake 32, High clutch 33, Rev brake 34) that is controlled to be engaged based on torque capacity characteristics, as a control target.
The parameter identification control means (transmission controller 12, FIG. 4) is based on the parameter value in the temperature region (ATF oil temperature region) for which identification has been completed, and the initial value in another temperature region (ATF oil temperature region) for which identification has not been completed. When rewriting parameter values,
(Contribution rate on high oil temperature side)> (contribution rate on low oil temperature side) (FIGS. 12 and 13).
For this reason, in addition to the effect of (2), corresponding to the difference in the ATF oil temperature sensitivity, the identification on the high oil temperature side can be completed in a shorter time.

(4) The parameter identification control means (transmission controller 12, FIG. 4) uses friction engagement elements (Low brake 32, High clutch 33, High clutch 33, as input conditions for starting data acquisition in parameter identification control for determining an unknown parameter value. The condition that the Rev brake 34) is in a minute slip state is included (FIG. 5).
For this reason, in addition to the effects (1) to (3), erroneous identification can be prevented and identification accuracy can be improved.

(5) In the automatic transmission, the variator 20 and the frictional engagement elements (Low brake 32, High clutch 33, Rev brake 34) are arranged in series between the drive source (engine 1) and the drive wheels 7. A gearbox,
Friction engagement elements (Low brake 32, High clutch 33, Rev brake 34) are clutch fuse control in which (power transmission capacity in variator 20)> (power transmission capacity in friction engagement element) by engagement control based on torque capacity characteristics. (FIG. 1).
For this reason, in addition to the effect of (4), when identifying the frictional engagement elements (Low brake 32, High clutch 33, Rev brake 34), the identification accuracy can be improved and the clutch fuse control is performed. The identification can be completed quickly in response to the request.

  As mentioned above, although the parameter identification apparatus of the automatic transmission of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, Each claim of a claim is a claim. Design changes and additions are allowed without departing from the gist of the invention.

  In the first embodiment, an example in which the identification target of the parameter identification control is a function characteristic of the clutch torque capacity with respect to the input torque of the friction engagement element (Low brake 32, High clutch 33, Rev brake 34) is shown. However, the identification target of the parameter identification control may be an example in which a functional characteristic other than that of the first embodiment (including a quadratic function characteristic or more) such as a functional characteristic of the hydraulic pressure-solenoid current of the friction engagement element is an identification target. good.

  In the first embodiment, an example in which the parameter identification device for an automatic transmission according to the present invention is applied to a continuously variable transmission with an auxiliary transmission is shown. However, the automatic transmission parameter identification device of the present invention can also be applied to an automatic transmission called a stepped AT, a continuously variable transmission without an auxiliary transmission, a transmission called an automatic MT, and the like. . In short, any parameter identification device for an automatic transmission can be applied.

1 Engine (drive source)
2 Torque converter with lock-up clutch 3 First gear train 4 Continuously variable transmission 5 Second gear train 6 Final reduction gear 7 Drive wheel 11 Hydraulic control circuit 12 Transmission controller (parameter identification control means)
20 Variator 21 Primary pulley 22 Secondary pulley 23 V belt 30 Sub-transmission mechanism 31 Ravigneaux type planetary gear mechanism 32 Low brake (friction engagement element)
33 High clutch (friction engagement element)
34 Rev brake (friction engagement element)

Claims (5)

In an automatic transmission having a controlled object controlled using a function characteristic defined by a parameter value,
The parameter values that define the function characteristics are unknown by dividing the entire region from the low temperature side to the high temperature side into a plurality of temperature regions and executing parameter identification control based on the initial parameter values set for each temperature region. Provide parameter identification control means to determine the parameter value,
When the identification in one temperature region is completed, the parameter identification control means, based on the difference between the initial parameter value and the identification parameter value in the temperature region where the identification is completed, An automatic transmission parameter identification device characterized by rewriting initial parameter values. In the automatic transmission parameter identification device according to claim 1,
The parameter identification control means reduces the contribution rate of the rewrite weight coefficient based on the parameter value for which identification has been completed as the temperature region is farther from the temperature region for which identification has been completed. . In the automatic transmission parameter identification device according to claim 2,
The automatic transmission includes, as a control target, a friction engagement element that is controlled to be engaged based on torque capacity characteristics,
The parameter identification control means, based on the parameter value of the temperature region where the identification is completed, when rewriting the initial parameter value in another temperature region where the identification is not completed,
(Contribution ratio on high oil temperature side)> (Contribution ratio on low oil temperature side) An automatic transmission parameter identification device characterized by: In the automatic transmission parameter identification device according to any one of claims 1 to 3,
The parameter identification control means includes a condition that the frictional engagement element is in a minute slip state as an entry condition for starting data acquisition in parameter identification control for determining an unknown parameter value. Parameter identification device. In the automatic transmission parameter identification device according to claim 4,
The automatic transmission is a continuously variable transmission in which a variator and a frictional engagement element are arranged in series between a drive source and a drive wheel.
The frictional engagement element is an element that performs clutch fuse control such that (power transmission capacity in the variator)> (power transmission capacity in the frictional engagement element) by engagement control based on torque capacity characteristics. Parameter identification device.