JP2020172989A - Automatic transmission control device - Google Patents

Abstract

To provide an automatic transmission control device which can hold an engagement state of a clutch in engagement even if a change of an environment occurs when the current feedback control of a solenoid corresponding to the clutch in the engagement is stopped.SOLUTION: A control device 7 can perform current feedforward control or current feedback control to a solenoid for controlling a clutch arranged at a gear stage of a gear change mechanism into an engagement state or a release state. The control device 7 monitors a change of an environmental factor imparting an influence to an actual current value of the solenoid at U5. When the control device 7 performs the current feedforward control to the solenoid which corresponds to the clutch in the engagement, the control device changes an execution state of current control according to a change of the monitored environmental factor at U6.SELECTED DRAWING: Figure 9

Description

The present invention relates to an automatic transmission control device that controls an automatic transmission.

Conventionally, a control device for an automatic transmission has current-controlled a solenoid for hydraulic pressure control used in the automatic transmission (see, for example, Patent Document 1). The control device described in Patent Document 1 improves responsiveness by controlling a dither chopper when controlling a current in a solenoid.

Japanese Unexamined Patent Publication No. 2014-197655 Japanese Unexamined Patent Publication No. 2008-29174 Japanese Unexamined Patent Publication No. 2011-52737

In the control device, even if the indicated current value for controlling the current in the solenoid is constant, the current value that actually flows fluctuates based on the environment that affects the solenoid current, for example, changes in the power supply voltage and oil temperature. There is. For example, when another device that uses a large amount of electric power such as an air conditioner is started, the power supply voltage for driving drops, and the actual current value flowing through the solenoid driven by the power supply voltage also fluctuates. Further, for example, when the temperature of the solenoid rises due to the rise in oil temperature, the resistance value in the solenoid rises and the required amount of current fluctuates. Even when such a change in the environment occurs, the control device needs to appropriately perform current feedback control so as to respond to the change in the environment.

The applicant is considering reducing the processing load by stopping the feedback control when controlling the energizing current of the solenoid related to the automatic transmission. However, if the environment changes while the control device is stopping the current feedback control, it is assumed that the actual current value flowing through the solenoid greatly deviates from the indicated current value. For example, when the control device stops the current feedback control of the solenoid corresponding to the engaged clutch, the clutch is released when the actual current value applied to the solenoid becomes lower than the current value required for clutch engagement. There is a risk that it will end up.

An object of the present disclosure is an automatic transmission that can maintain the engaged state of the engaged clutch even if the environment changes when the current feedback control of the solenoid corresponding to the engaged clutch is stopped. The purpose is to provide a transmission control device.

According to the invention of claim 1, the current control unit (7) controls current feedforward or current feedback with respect to a solenoid for controlling a clutch provided in a gear stage of a transmission mechanism in an engaged or disengaged state. To enable. The monitoring unit (7, U5) monitors changes in environmental factors that affect the actual current value of the solenoid by the current control unit. When the current control unit executes the current feed forward control to the solenoid corresponding to the engaged clutch, the current control unit changes the execution state of the current control according to the change of the environmental factor monitored by the monitoring unit (U6).

Therefore, even if the environment changes when the current control unit stops the current feedback control of the solenoid corresponding to the engaged clutch, the current control unit determines the execution state of the current control as an environmental factor. Since the change is made according to the change, the engaged state of the clutch during engagement can be maintained.

Block diagram showing a part of the functions of the vehicle control system in one embodiment Electrical configuration diagram for operating an automatic transmission Correspondence diagram between shift state and clutch state Part 1 of the flowchart showing the process Part 2 of the flowchart showing the process Relationship diagram between gears that can be changed in M mode and vehicle speed D-range transmission line showing the relationship between vehicle speed and gears that can be changed Correspondence table for specifying the target clutch to be operated from the relationship between the shift pattern and the time when the input shaft of the transmission mechanism is the drive body, the driven body, or an intermediate portion thereof. Part 3 of the flowchart showing the process Timing chart

Hereinafter, an embodiment of the automatic transmission control device will be described. As shown in FIG. 1, the vehicle control system 1 mainly includes an engine system 2 as a prime mover and an automatic transmission 3 for transmitting the rotational drive torque of the output shaft of the engine system 2 to wheels (not shown). The automatic transmission 3 includes a torque converter 3a and a transmission mechanism 3b, and is configured by connecting a TCU (Transmission Control Unit) 4.

Further, a range detection device 5a and a sensor signal detection device 5b are connected to the TCU 4 through, for example, a network N. In addition, the TCU 4 has an input rotation speed sensor Sa that detects the rotation speed of the input rotation shaft input from the torque converter 3a to the transmission mechanism 3b, and the rotation speed and rotation torque of the output rotation shaft output from the automatic transmission 3. The output rotation speed sensor Sb to be detected is connected.

The engine system 2 controls the intake air amount of the engine output by controlling the electronic throttle valve according to the amount of operation of the accelerator by the driver by an electronically controlled throttle system (not shown), and controls the rotational driving force of the engine output shaft. The engine system 2 is an internal combustion engine such as a gasoline engine or a diesel engine. The rotational driving force of the output shaft of the engine system 2 is transmitted to the input shaft of the automatic transmission 3. The torque converter 4 transmits the rotational driving force of the output shaft of the engine system 2 to the input shaft of the transmission mechanism 3b through a liquid (not shown).

The transmission mechanism 3b includes a plurality of gears using planetary gears for switching the gear ratio between the input shaft and the output shaft, and a plurality of clutches 6a to 6d (see FIG. 2) connected to each of these gears. As shown in FIG. 2, the hydraulic circuit 4a has a configuration in which the gear ratio of the input / output shaft is switched by controlling the engagement / disengagement of the clutches 6a to 6d.

As shown in FIG. 1, the range detection device 5a detects, for example, the range corresponding to the position of the shift lever operated by the driver, and outputs this detection information to the network N as the operation state of the driver. For example, in the case of an AT car with MT mode, the position of this shift lever is "+" and "-" in M mode together with parking (P) range, reverse (R) range, neutral (N) range, and D range (D). "And so on. The TCU 4 inputs the information of the detection range of the range detection device 5a through the network N.

The sensor signal detection device 5b transmits various sensor signals such as an accelerator opening signal of the accelerator opening sensor that changes according to the opening of the accelerator operated by the driver and a throttle opening signal by the throttle opening sensor. It is detected as the vehicle condition inside and output to the network N. In the sensor signal detection device 5b, one or a plurality of electronic control units (ECUs) that collectively or individually input various sensor signals are shown for convenience of explanation. The TCU4 can input the vehicle state in the vehicle by acquiring these sensor signals through the network N.

As shown in FIG. 2, the TCU 4 includes a solenoid drive control device (hereinafter abbreviated as a control device) 7 and a solenoid driver 8. The control device 7 is mainly composed of one or a plurality of microcomputers including a CPU 9 and a memory 10 such as a RAM, a ROM, and a flash memory. The memory 10 is used as a non-transitional substantive recording medium, and the M mode shift line and the D range shift line (see FIGS. 6 and 7 described later) described later are input and stored. The control device 7 realizes various functions (for example, functions as a current control unit and a monitoring unit) by executing a program stored in the memory 10 by the CPU 9. The control device 7 can obtain the current vehicle speed by using the sensor signals of the rotation speed sensors Sa and Sb and the sensor signals by the sensor signal detection device 5b, and can calculate the acceleration from the time change of the vehicle speed.

Based on the range detection result detected by the range detection device 5a, the TCU 4 sequentially raises the gear stage of the transmission mechanism 3b when it receives the instruction of "+" in the M mode (manual shift mode), and accepts the instruction of "-". And the gear stage of the transmission mechanism 3b is lowered in sequence. In the D range (drive range: automatic shift range), the TCU 4 switches between the 1st range and the 6th range in one or a plurality of stages by using the D range shift line stored in the memory 10.

As shown in FIG. 2, the control device 7 of the TCU 4 outputs a PWM signal for driving each of the clutches 6a to 6d to the solenoid driver 8, and a linear solenoid valve (hereinafter, abbreviated as solenoid) provided in the hydraulic circuit 4a. By hydraulically controlling the operation of the plunger by 11a to 11d, each engagement / disengagement state of each of the clutches 6a to 6d is controlled. The solenoids 11a to 11d are spool-type hydraulic control valves used for pressure control of hydraulic oil supplied to the hydraulic actuator of the automatic transmission 3. The hydraulic pressure H0 (see FIG. 10) required for engaging the clutches 6a to 6d is predetermined, but the control hydraulic pressure of the clutches 6a to 6d corresponds to the actual current value flowing through the solenoids 11a to 11d. For example, if the actual current value of each solenoid 11a to 11d increases, the oil pressure also increases. As a result, the hydraulic pressure H0 required for the clutches 6a to 6d to engage can be secured.

<Relationship between the engaged / disengaged state of the clutches 6a to 6d and the gear stage of the automatic transmission 3>
Here, the relationship between the engaged / disengaged states of the clutches 6a to 6d and the gear stage of the automatic transmission 3 will be described. FIG. 3 shows a correspondence table between the engaged / disengaged states of the clutches 6a to 6d and the gear stage of the automatic transmission 3. In FIG. 3, 1st, 2nd, 3rd, 4th, 5th, and 6th indicate forward gears (1st to 6th), "Maru" indicates the engaged state of each clutch, and "Not described" is not shown. It shows the engaged state, that is, the released state.

The TCU 4 engages with the clutches 6a to 6d corresponding to the gear stages of the automatic transmission 3 so as to realize the gear stage required by the range detected by the range detection device 5a among the multi-stage gear stages of the automatic transmission 3. Execute the / released state combination.

For example, when the range detection device 5a detects the D range and this information is transmitted to the TCU 4, the TCU 4 sequentially switches gears from the 1st to the 6th. At this time, when the TCU 4 shifts to the forward 3rd speed 3th, the TCU 4 switches the engaged / disengaged state of the clutches 6a to 6d corresponding to the forward 3rd speed 3th. In the forward 3rd speed stage 3th, the control device 7 of the TCU 4 engages the clutches 6a (C1) and 6d (B2) and disengages the clutches 6b (C2) and 6c (B1).

For example, in the 3rd, the control device 7 has solenoids 11a and 11d corresponding to the engaging clutches 6a (C1) and 6d (B2), and solenoids 11b corresponding to the clutches 6b (C2) and 6c (B1) to be released. For 11c, the current feedback control method and the current feedforward control method are individually selected to control the current.

The current feedback control method referred to here is controlled by, for example, setting the standard current value of the applied DC current as a constant high value Ihi or low value Ilo (for example, maximum value Imax or minimum value Imin of the DC control range) as the indicated current value. A PWM current is applied to the solenoids 11a to 11d so as to superimpose the PWM current on the standard current value according to the PWM signal output by the device 7, and the energizing current of the solenoids 11a to 11d is detected by an A / D converter (not shown). However, it is a control that manipulates the amplitude of the PWM current in order to make this detected current the indicated current value.

Further, the current feedforward control method indicates a control method in which the current amplitude of the solenoids 11a to 11d is simply manipulated to the indicated current value without detecting the energization current of the solenoids 11a to 11d using an A / D converter. Since the current feedforward control method does not perform feedback control, the processing load can be lightened. In the present embodiment, the control device 7 properly controls the current feedback control method and the current feedforward control method for the solenoids 11a to 11d.

<How to switch the current control method>
Originally, the control device 7 may precisely control the control responsiveness of all the solenoids 11a to 11d by using a current feedback control method. However, if the control responsiveness of all the solenoids 11a to 11d is increased, the processing load of the CPU 9 constituting the control device 7 becomes heavy. In order to reduce the processing load of the CPU 9, all solenoids 11a to 11d are current-controlled by applying a current control method with a heavy processing load to a target solenoid and a current control method with a relatively light processing load. It is desirable to distinguish it from the asymmetric solenoid and control the current individually.

Hereinafter, the details of the switching method of the current control method will be described with reference to FIGS. 4 and 5. As shown in FIG. 4, the control device 7 determines the driver's operating state and vehicle state from various sensor signals detected by the range detection device 5a, the rotation speed sensors Sa, Sb, and the sensor signal detection device 5b. It is determined whether or not the gear is currently shifting (S1). Then, when the control device 7 determines that the gear is currently shifting, it distinguishes between the target solenoid that is being operated and the non-target solenoid that is not being operated (S2). That is, for example, when the gear stage is being changed from the change source gear stage 3th to the change destination gear stage 4th, as shown in the correspondence table of FIG. 3, the control device 7 uses the clutch 6b (C2) during the engagement / disengagement operation. ), 6d (B2) corresponding solenoids 11b and 11d are set as target solenoids, and solenoids 11a and 11c that are neither engaged nor released are distinguished as non-target solenoids. Further, the control device 7 predicts the shift destination gear stage even when it is determined in S1 that the shift is not currently in progress (S3), and distinguishes the target solenoid corresponding to the shift destination gear stage (S4).

With reference to FIG. 5, the prediction processing of the gear stage of the shift destination in S3 of FIG. 4 will be described. As shown in FIG. 5, the control device 7 estimates an accelerator opening range R1 that can be reached within a predetermined time from the current accelerator opening detected by the sensor signal detecting device 5b (T1). Here, the accelerator opening degree region R1 will be used for explanation, but as the accelerator opening degree increases, the electronic throttle opening degree also increases substantially linearly. Therefore, the accelerator opening degree may be rephrased as the electronic throttle opening degree, and the electronic throttle opening degree range estimated here may be rephrased as the electronic throttle opening degree range. The accelerator opening range R1 is obtained by assuming an accelerator opening that can be reached within a predetermined time when the accelerator is depressed by the driver at the current timing. Further, the control device 7 estimates the vehicle speed range V1 that can be reached within a predetermined time from the current vehicle speed information and acceleration information detected by the sensor signal detection device 5b (T2).

After that, the control device 7 determines whether the vehicle is in the D range or the M mode (T3), and in the M mode, determines the gear stage that can be changed by the shift operation and the gear stage that can be output from the vehicle speed range V1. (T4), the gear stages that may be changed are narrowed down to one or more stages. For example, when the control device 7 acquires the current vehicle speed as the vehicle speed V0, the control device 7 refers to the M mode shift line shown in FIG. 6 from the memory 10 and determines that it can output to the 2nd to 6th gear stages. This M-mode shift line shows the relationship between the vehicle speed and the output possible gear stages (upper limit gear stage, lower limit gear stage).

Further, when the control device 7 determines that the range detection device 5a is in the D range, the control device 7 determines that the gear stage can be output from the D range shift line (see FIG. 7), the accelerator opening range R1, and the vehicle speed range V1. Or narrow down to multiple stages (T5).

As shown in FIG. 7, the D range shift line is stored in the memory 10. The memory 10 has the required vehicle speed and accelerator opening (electronic) for upshifting (for example, 1st → 2nd, 2nd → 3rd, 3rd → 4th) and downshifting (for example, 2nd → 1st, 3rd → 2nd, 4th → 3th). The relationship with the throttle opening) is stored in advance.

It is said that as the vehicle speed increases, the required accelerator opening also increases. At this time, for example, as shown in FIG. 7, when the control device 7 detects the relationship between the current vehicle speed and the current accelerator opening as in the current point P1 shown in FIG. 7, the current point P1 is the center point. The vehicle speed range V1 assumed on the left and right sides of the figure from the current point P1 and the accelerator opening range R1 assumed on the top and bottom of the figure are defined from the current point P1 and these areas overlap the D range shift line (FIG. 7). Determine the area of the alternate long and short dash line). This makes it possible to predict the gear stages that can be output in the future. The control device 7 identifies a shift pattern that may be output from the gear stage that is determined to be capable of output (T6).

For example, the control device 7 detects the current shift state as 3rd, and when the vehicle speed range V1 and the accelerator opening range R1 straddle the D range transmission line (3rd → 2nd, 3rd → 4th), the gear that can be output. The gears are predicted to be 2nd and 4th, and the shift pattern having the possibility of output is specified as 3rd → 2nd, 3rd → 4th.

When the control device 7 predicts that the gear stages that can be output when the current gear stage is 3rd are 2nd and 4th, as shown in FIG. 3, the control device 7 is released → engaged in the shifting operation of the shifting pattern 3rd → 2nd. The operating clutch is specified as the clutch 6c (B1), and the operating clutch that engages and disengages is specified as the clutch 6d (B2).

Further, as shown in FIG. 3, the control device 7 specifies the operation clutch to be released → engaged as the clutch 6b (C2) in the shifting operation of the shifting pattern 3rd → 4th, and the operating clutch to be engaged → released. It is specified as the clutch 6d (B2). Therefore, it can be identified that these clutches 6b, 6c, 6d are operable clutches.

Further, in this case, the control device 7 detects the current input torque of the turbine related to the input shaft of the transmission mechanism 3b, and the input shaft of the transmission mechanism 3b is the driving body, the driven body, or the driven body thereof from the current input torque. It may be determined whether it is in the middle (“driven”, “driven”, “intermediate” in FIG. 8) (T7), and the target clutch to be operated at the initial stage of shifting may be specified (T8). The processing of steps T7 and T8 may be omitted if necessary. That is, the target solenoid may be distinguished in S4 of FIG. 4 by using the processes of T1 to T6 of FIG. 5 without considering the input turbine torque of the input shaft of the transmission mechanism 3b.

Hereinafter, the processes of T7 and T8 in FIG. 5 will be described. The correspondence table shown in FIG. 8 is non-volatilely stored in the memory 10 in advance from the manufacturing / shipping stage of the control device 7.
“Driven” and “driven” shown in FIG. 8 are related states of whether the input shaft of the speed change mechanism 3b becomes a drive body or a driven body when slip-engaged from the engine system 2 to the speed change mechanism 3b. Is shown. The “drive” indicates a condition when the rotation speed of the output shaft of the engine system 2 is increasing, that is, a condition when the turbine rotation speed of the input shaft of the transmission mechanism 3b is increasing, and the transmission mechanism The condition when the input torque of 3b is higher than a predetermined range is shown. This condition is satisfied, for example, when the accelerator opening degree is higher than the upper limit value of a predetermined range. In the following, it will be referred to as "drive" as necessary.

Further, “driven” in FIG. 8 indicates a condition when the rotation speed of the output shaft of the engine system 2 is decreasing, that is, a condition when the input torque of the transmission mechanism 3b is lower than a predetermined range. This condition is satisfied, for example, when the accelerator opening degree is lower than the lower limit value of the predetermined range. In the following, it will be referred to as "driven" as necessary. “Intermediate” indicates a case where the region is in the intermediate region, and indicates a condition when the input torque of the transmission mechanism 3b is within a predetermined range.

<In the case of downshift (3rd → 2nd) in which the input shaft of the transmission mechanism 3b is the driving body>
In the vehicle control system 1, when the automatic transmission 3 is downshifted (for example, 3rd → 2nd), the turbine speed related to the input shaft of the transmission mechanism 3b increases. Therefore, the speed change mechanism 3b can be quickly driven by receiving assistance from the outside due to the increase in the turbine rotation speed of the input shaft, and the control responsiveness voluntarily executed by the control device 7 may be lowered. .. Therefore, under the condition that the input torque of the speed change mechanism 3b is higher than the predetermined range, the control device 7 shifts only the clutch 6d (B2) that releases the clutch 6d (B2) from the engaged state in the downshift (3rd → 2nd) of FIG. The target clutch 6d (B2) to be operated during the output prediction period may be used. In this case, when the process returns to S4 in FIG. 4, the control device 7 distinguishes only the solenoid 11d (B2) corresponding to the target clutch 6d as the target solenoid, and distinguishes the other solenoids 11a to 11c as the non-target solenoid. To do.

<In the case of downshift (3rd → 2nd) in which the input shaft of the speed change mechanism 3b is the driven body>
On the contrary, when the input torque of the transmission mechanism 3b is lower than the predetermined range, it means that the engine system 2 is not driven and the control response is inferior. Therefore, the clutches 6c (B1) and 6d that engage or disengage. It is preferable to distinguish both of (B2) into the target clutches that are operated during the shift output prediction period at the initial shift. In this case, when the process returns to S4 in FIG. 4, the control device 7 distinguishes the solenoids 11c (B1) and 11d (B2) corresponding to the target clutches 6c and 6d as the target solenoids, and the other solenoids 11a (C1). ), 11b (C2) are distinguished as asymmetric solenoids.

<In the case of the above-mentioned intermediate downshift (3rd → 2nd), "intermediate">
The control device 7 sets the target clutches to the clutches 6c (B1) and 6d (B2) even under the "intermediate" condition. Therefore, the solenoids 11c (B1) and 11d (B2) are distinguished as the target solenoids.

<In the case of upshift (3rd → 4th) in which the input shaft of the transmission mechanism 3b is the driving body>
Further, when the automatic transmission 3 is upshifted (for example, 3rd → 4th), the turbine speed related to the input shaft of the transmission mechanism 3b decreases. For this reason, as the turbine speed decreases, assistance is not received from the outside, so it is desirable to improve the control response that the control device 7 voluntarily executes during the shift process. Therefore, when the input torque of the automatic transmission 3 is higher than the predetermined range, the control device 7 operates both the clutches 6b (C2) and 6d (B2) for engaging / disengaging operation during the shift output prediction period at the initial shift. It is good to use the target clutch.

In this case, when the process is returned to S4 in FIG. 4, the control device 7 distinguishes the solenoids 11b (C2) and 11d (B2) corresponding to the target clutches 6b (C2) and 6d (B2) as the target solenoids. Solenoids 11a (C1) and 11c (B1) other than the above are distinguished as non-target solenoids.

<In the case of upshift (3rd → 4th) in which the input shaft of the speed change mechanism 3b is the driven body>
When the automatic transmission 3 is upshifted (for example, 3rd → 4th), the turbine speed related to the input shaft of the transmission mechanism 3b decreases. On the contrary, when the input torque of the input shaft of the speed change mechanism 3b is lower than the predetermined range, the turbine rotation speed naturally decreases, so that the control device 7 does not voluntarily improve the control response during the speed change process. Is also good. Therefore, it is preferable that only the clutch 6d (B2) released in accordance with the shifting operation is the target clutch to be operated during the shifting output prediction period at the initial shift.

In this case, the control device 7 returns the process to S4 in FIG. 4, distinguishes the solenoid 11d (B2) corresponding to the target clutch 6d (B2) as the target solenoid, and the other solenoids 11a to 11c (C1, C2). B1) is distinguished as an asymmetric solenoid.

<In the case of upshift (3rd → 4th) in the middle>
As shown in FIG. 8, the control device 7 sets the target clutches as clutches 6b (C2) and 6d (B2) even in the middle of these.
By distinguishing the target clutch from the non-target clutch, the control device 7 can determine whether to execute or stop the current feedback control for each of the solenoids 11a to 11d. In this way, each of the control devices 7 responds to changes in the vehicle state (for example, gear stage, accelerator opening, vehicle speed, vehicle acceleration, turbine torque) due to the user's accelerator operation amount and shift range switching operation. The current control method for the solenoids 11a to 11d can be determined.

<Execution / stop judgment processing of solenoid current feedback control>
After determining the target solenoid and the non-target solenoid as described above, the control device 7 executes the execution / stop determination process shown in FIG. 9 and then executes the current control using each current control method.

The control device 7 selects a non-target solenoid from all the solenoids 11a to 11d in U1 and determines whether or not an engaged solenoid (for example, 11a to 11d) exists among the non-target solenoids in U2. To do. When the engaging solenoid does not exist, the control device 7 determines NO in U2, determines the target solenoid and the non-target solenoid respectively as described above, controls the current feedback to the target solenoid in U7, and also controls the non-target solenoid. Is a current feedforward control.

When the control device 7 performs current feedback control on the target solenoid, the control device 7 calculates a feedback value based on the difference between the detected current value of the target solenoid by the A / D converter and the indicated current value, and determines a predetermined value corresponding to the indicated current value. Current feedback control is performed by adding the feedback value to the value and outputting the current. Further, when the control device 7 performs current feedforward control to the non-target solenoid, the control device 7 outputs a predetermined value corresponding to the indicated current value.

Further, when the solenoid engaged in the U2 is present, the control device 7 is asymmetrical among the solenoids engaged in the U3 while the current feedback control is being stopped and continuing, that is, the current feedforward control is being continued. Determine if the solenoid is present.

When the control device 7 executes the current feedforward control to the non-target solenoid for the first time, the stop of the current feedback control is not continued. Therefore, the control device 7 determines that it is the timing to start the stop of the current feedback control for the first time for this non-target solenoid, determines NO in U3, and determines the number of types of environmental factors by the sensor signal detection device 5b in U4 (for example). , Power supply voltage, oil temperature) sensor signals are detected, and the initial values of the environmental values are stored in the memory 10. The sensor signal detection device 5b shows a form in which the battery power supply voltage and the temperature of the oil for hydraulic pressure control are detected as environmental factors, but the present invention is not limited to this. After that, the control device 7 performs current feedback control on the target solenoid in U7 and current feedforward control on the non-target solenoid.

When the control device 7 executes the process shown in FIG. 9 again, it determines whether or not there is an asymmetric solenoid that has stopped and continues the current feedback control in U3. When the control device 7 determines that an asymmetric solenoid exists in U3, the sensor signal detection device 5b newly detects sensor signals for the number of types of environmental factors in U5 as the current value of the environmental value, and this environment. The current value of the value is compared with the stored value of the environment value saved in the memory 10 when the current feed forward control is started for the first time, and it is determined whether or not the difference between the current value and the stored value is more than a predetermined value. .. Here, the control device 7 monitors changes in environmental factors that affect the actual current value of the non-target solenoid.

When there is no environmental value in which the difference between the stored value and the current value is equal to or greater than a predetermined value, the control device 7 maintains the target solenoid and the non-target solenoid as they are, and causes a current in the target solenoid in U7. In addition to feedback control, current feedforward control is performed on the non-target solenoid.

If there is at least one type of environmental value in which the difference between the stored value and the current value is equal to or greater than the predetermined value, the control device 7 determines YES in U5 and all the currents corresponding to the number of non-target solenoids. The feedback control is restored, or the indicated current value of the current feedforward control for the non-target solenoid is adjusted by a certain amount. As a result, the execution state of the current feedforward control can be changed according to changes in environmental factors.

For example, consider a case where the sensor signal detection device 5b detects the power supply voltage of the battery as an environmental value. As the battery power supply voltage drops, so does the actual current value that flows through the engaged solenoid. Therefore, when the power supply voltage of the battery becomes lower than the predetermined value stored in the memory 10, the control device 7 restores the current feedback control or increases the indicated current value of the current feed forward control. The actual current value flowing through the engaged solenoid can be brought close to the desired indicated current value.

Further, for example, consider the case where the sensor signal detection device 5b detects the oil temperature as an environmental value. When the oil temperature rises, the internal temperature of the solenoids 11a to 11d rises, so that the electric resistance value rises, and according to Ohm's law, the energizing current value of the solenoids 11a to 11d decreases. Therefore, when the oil temperature becomes higher than the holding value stored in the memory 10 by a predetermined value or more, the control device 7 restores the current feedback control or increases the indicated current value of the current feed forward control. The actual current value flowing through the solenoids 11a to 11d can be brought close to the desired indicated current value.

An actual example will be described below.
For example, an example of the change in the execution state of the current control after the shift range changes from the 5th to the 4th is shown in the timing chart of FIG. When the shift range changes from 5th to 4th, the control device 7 controls the current to the solenoid 11a at the timing t1 to change the clutch 6a from the open state to the engaged state. At this time, the control device 7 can improve the control followability by controlling the current feedback to the solenoid 11a.
After that, in the example of FIG. 10, the control device 7 stops the current feedback control of the solenoid 11a by turning the feedback execution determination flag from on to off at the timing t2, and switches the current control method to the current feedforward control. There is. At this time, the control device 7 stores the initial value Vm of the power supply voltage value of the battery in the memory 10 and continues the current feedforward control of the solenoid 11a.

After that, when another device such as an air conditioner that consumes a relatively large amount of power is started at timing t3, the power supply voltage value of the battery drops. When the power supply voltage value decreases, the energizing current of the solenoid 11a to which power is supplied from the power supply voltage also decreases.

When the power supply voltage reaches a predetermined threshold voltage Vt at the timing t4, the control device 7 switches the feedback execution determination flag of the solenoid 11a from off to on, triggered by the decrease of the power supply voltage value to the threshold voltage Vt. Then, the control device 7 restarts the current feedback control to the solenoid 11a.

Therefore, even if the power supply voltage value of the battery drops and the actual current value of the solenoid 11a drops while the control device 7 is performing current feed forward control, the current control method of the solenoid 11a is changed to current feedback control. By switching, the actual current value of the solenoid 11a can be controlled to rise. Therefore, even if the power supply voltage value of the battery continues to decrease after the timing t4 of FIG. 10, it is necessary to maintain the engaged state of the clutch 6a before releasing the engaged clutch 6a. A high hydraulic pressure H0 can be secured.

According to the present embodiment, when the control device 7 executes current feedforward control to the engaging solenoid 11a at the timings t2 to t4 of FIG. 10, the control device 7 monitors the change of environmental factors in U5 of FIG. , The execution state of the current feedforward control of the solenoid 11a is changed according to the change of environmental factors. As a result, even if a change in environmental factors occurs when the current feedback control of the solenoid 11a corresponding to the engaged clutch 6a is stopped, the deviation between the actual current value and the indicated current value due to the change in the environment is prevented. It is possible to maintain the engaged state of the clutch 6a during engagement.

In particular, when the control device 7 changes the execution state of the current feedforward control, the current feedback control is restored, so that the accuracy with which the actual current value of the solenoid 11a follows the indicated current value can be improved.

Further, in particular, when the control device 7 changes the execution state of the current feed forward control, the current value is controlled by adjusting the indicated current value by a certain amount (offset amount) to change the actual current value of the solenoid 11a. Can be maintained while reducing the processing load as much as possible.

Further, in particular, the control device 7 determines whether or not the difference between the stored value stored in the memory 10 and the current value of the environmental value when the current feedback control is stopped and the current feedforward control is started is equal to or greater than a predetermined value. By doing so, changes in environmental factors are monitored. Therefore, the control device 7 can derive the difference from the environmental value detected when the current feedforward control is started and confirm the change in the environmental factor.

(Other embodiments)
The present disclosure is not limited to the above-described embodiment, and for example, the following modifications or extensions are possible.
The TCU 4, the range detection device 5a, and the sensor signal detection device 5b may be provided integrally or separately. The control device 7 having an internal structure of the TCU 4 and the solenoid driver 8 may be provided integrally or separately.

The sensor signal detection device 5b detects the environmental value due to the power supply voltage or the oil temperature, and the control device 7 monitors the change of the environmental factor, but the present invention is not limited to this, and the power supply voltage and the oil temperature are not limited to this. The combination may be detected as an environment value and these combinations may be monitored targets, or another sensor signal may be detected by the sensor signal detection device 5b and this sensor signal may be monitored as an environment value. For example, if there is a risk that the clutches 6a to 6d will be released due to a large number of environmental factors, the sensor signal detection device 5b detects the sensor signals for the number of types of these environmental factors, and the environmental value. It may be stored in the memory 10 and monitored.

Further, the control device 7 saves the initial value of the environmental value in the memory 10 when the current feedback control is stopped and the current feed forward control is started, and monitors the change of environmental factors by using the difference between the saved value and the current value. However, it is not limited to this, and the stored value of the memory 10 is updated periodically or irregularly, or the timing at which the environmental value starts to change is detected to detect the environmental value and the memory 10 is detected. It may be saved in, and the change of environmental factors may be monitored by using the difference between the saved value and the current value of the environmental value.

The configurations and functions of the plurality of embodiments described above may be combined. An embodiment in which a part of the above-described embodiment is omitted as long as the problem can be solved can also be regarded as an embodiment. In addition, any conceivable embodiment can be regarded as an embodiment without departing from the essence of the invention specified by the wording described in the claims.

Although the present disclosure has been described in accordance with the embodiments described above, it is understood that the present disclosure is not limited to the embodiments and structures. The present disclosure also includes various modifications and modifications within an equal range. In addition, various combinations and forms, as well as other combinations and forms, including one element, more, or less, are also within the scope of the present disclosure.

In the drawing, 3 is an automatic transmission, 3b is a transmission mechanism, 4 is a TCU (automatic transmission control device), 4a is a hydraulic circuit, 5a is a range detection device, 7 is a solenoid drive control device, 10 is a memory, and 11a to 11d. Indicates a linear solenoid valve (solenoid), and 1st to 6th indicate a gear stage.

Claims (3)

A current control unit (7) that enables current feedforward control or current feedback control for a solenoid for controlling a clutch provided in a gear stage of a transmission mechanism in an engaged or disengaged state.
A monitoring unit (7, U5) that monitors changes in environmental factors that affect the actual current value of the solenoid, which is controlled by the current control unit, is provided.
When the current control unit executes the current feed forward control on the solenoid corresponding to the clutch being engaged, the current control unit changes the execution state of the current control according to the change of the environmental factor monitored by the monitoring unit. Change (U6) Automatic transmission control device. The automatic transmission control device according to claim 1, wherein when the current control unit changes the execution state, the current feedback control is restored. The automatic transmission control device according to claim 1, wherein when the current control unit changes the execution state, the current is controlled by adjusting the indicated current value in the current feedforward control by a certain amount.

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