JP2021055680A - Control device of automatic transmission, and control method - Google Patents

Abstract

To effectively adjust a shift timing of an automatic transmission in an automatic shift mode, to a road surface condition on which a vehicle travels.SOLUTION: A control device of an automatic transmission includes: an automatic shift control portion 110 performing shift control of an automatic transmission 10 according to a shift map M defining a shift timing corresponding to each shift stage of the automatic transmission 10 in switching to an automatic shift mode; a manual shift timing acquisition portion 140 for acquiring a manual shift timing of the automatic transmission 10 according to driver's operation in switching to a manual shift mode; a travel route storage portion 150 for acquiring and storing a travel route of a vehicle 1 traveling in the manual shift mode; and a learning control portion 160 correcting the shift timing of the shift map M on the basis of the manual shift timing, and determining a corrected shift map Mc as a shift map used in the shift control of the automatic shift control portion 110 when the vehicles 1 travels on the travel route again in the automatic shift mode.SELECTED DRAWING: Figure 2

Description

The present disclosure relates to a control device and a control method for an automatic transmission.

As a control device for this type of automatic transmission, a device that automatically shifts up or down the transmission according to a shift map referred to based on the running state of the vehicle or the like when the automatic shift mode is selected is known. (See, for example, Patent Documents 1, 2, etc.).

Japanese Unexamined Patent Publication No. 2016-223547 JP-A-2017-207122

Generally, in the shift map, the shift timing of each shift stage is set at a predetermined timing defined in advance as an initial value. However, with the initial shift timing, for example, when the vehicle travels on a slope that requires driving force, the shift timing may be too early or too late with respect to the road surface condition, and driving may occur. There is a possibility of causing an unintended stall of the person.

The technique of the present disclosure has been made in view of the above circumstances, and an object of the present invention is to effectively adjust the shift timing of the automatic transmission in the automatic shift mode to the road surface condition on which the vehicle is traveling.

The control device of the present disclosure is a control device of an automatic transmission capable of transmitting the power of a driving force source mounted on a vehicle to a drive wheel and switching between an automatic transmission mode and a manual transmission mode. When the mode is switched, the automatic shift control unit that controls the shift of the automatic transmission according to the shift map that defines the shift timing corresponding to each shift stage of the automatic transmission, and the driver when the mode is switched to the manual shift mode. A manual shift timing acquisition unit that acquires the manual shift timing of the automatic transmission according to the operation of the above, a travel path storage unit that acquires and stores the travel path of the vehicle traveling in the manual shift mode, and the manual shift. Based on the timing, the shift timing of the shift map is corrected, and when the vehicle re-travels the travel path in the automatic shift mode on the corrected shift map, the shift control of the automatic shift control unit is performed. It is characterized by including a learning control unit set as a shift map used for the above.

Further, a travel control unit that performs cruise control for controlling the travel of the vehicle is further provided so that the vehicle maintains a predetermined target speed, and the manual shift timing acquisition unit is subject to the manual shift during the cruise control. When the mode is switched, the acquisition of the manual shift timing is started, and the travel route storage unit acquires and stores the travel route of the vehicle that is switched to the manual mode and travels during the cruise control. It is preferable that the learning control unit sets the corrected shift map as a shift map used for the shift control of the automatic shift control unit when the vehicle travels on the travel path again under the cruise control.

The control method of the present disclosure is a control method of an automatic transmission capable of transmitting the power of a driving force source mounted on a vehicle to a drive wheel and switching between an automatic transmission mode and a manual transmission mode. When the mode is switched, the automatic transmission is speed-controlled according to a shift map that defines the shift timing corresponding to each shift stage of the automatic transmission, and when the mode is switched to the manual shift mode, the driver operates. The manual shift timing of the automatic transmission is acquired, the travel path of the vehicle traveling in the manual shift mode is acquired and stored, and the shift timing of the shift map is corrected based on the manual shift timing. The corrected shift map is set as a shift map used for the shift control when the vehicle travels on the travel path again in the automatic shift mode.

According to the technique of the present disclosure, the shift timing of the automatic transmission in the automatic shift mode can be effectively adapted to the road surface condition on which the vehicle travels.

It is a schematic overall block diagram which shows the power transmission system of the vehicle which concerns on this embodiment. It is a schematic functional block diagram which shows the control device which concerns on this embodiment, and the related peripheral configuration. It is a flowchart explaining the process of learning control of the shift timing which concerns on this embodiment.

Hereinafter, the control device and the control method for the automatic transmission according to the present embodiment will be described with reference to the accompanying drawings. The same parts have the same reference numerals, and their names and functions are also the same. Therefore, detailed explanations about them will not be repeated.

[overall structure]
FIG. 1 is a schematic overall configuration diagram showing a power transmission system of the vehicle 1 according to the present embodiment.

The vehicle 1 is equipped with an engine 2 as an example of a driving force source. An automatic transmission 10 is connected to the crankshaft 3 of the engine 2. The automatic transmission 10 includes a clutch device 20 and a transmission mechanism 40 in this order from the power input side.

The crankshaft 3 of the engine 2 is connected to the input side of the clutch device 20. Further, an input shaft 41 of the transmission 40 is connected to the output side of the clutch device 20. A propeller shaft 4 is connected to the output shaft 42 of the transmission 40, and a differential gear device (not shown) and left and right drive wheels are connected to the propeller shaft 4 via left and right drive shafts, respectively.

The driving force source of the vehicle 1 is not limited to the engine 2, and a traveling motor or a combination thereof may be used. Further, the vehicle 1 may be any of rear wheel drive, front wheel drive, all-wheel drive, four-wheel drive, and rear two-axis drive vehicle.

The clutch device 20 is, for example, a wet multi-plate clutch, and is configured by arranging a plurality of clutch plates 22 between the clutch drum 21 and the clutch hub 23. The clutch drum 21 on the input side is provided so as to be integrally rotatable on the crankshaft 3, and the clutch hub 23 on the output side is provided so as to be integrally rotatable on the input shaft 41.

For example, when hydraulic oil is supplied to the pressure chamber 24 from a hydraulic circuit (not shown), the clutch device 20 is in a “contact state” in which power is transmitted by pressing the clutch plates 22 by the piston P and pressing them against each other. It becomes. On the other hand, in the clutch device 20, when the supply of hydraulic oil to the pressure chamber 24 is stopped, the piston P is pushed back by the return spring S, and the pressure contact of each clutch plate 22 is released to cut off the power transmission. It becomes a "disengaged state". The clutch device 20 is not limited to the configuration shown in the illustrated example, and may be a dry single plate clutch or the like as long as it is an automatic clutch. Further, the working fluid is not limited to the hydraulic pressure, and may be pneumatic or the like.

The transmission mechanism 40 mainly includes an input shaft 41, an output shaft 42, a counter shaft 43, an input gear train 44, a plurality of output gear trains 47, a plurality of synchronization devices 50, and the like. The speed change mechanism 40 is not limited to the input reduction type shown in the illustrated example, and may be an output reduction type.

The input gear train 44 has an input main gear 45 rotatably provided on the input shaft 41 and an input counter gear 46 rotatably provided on the counter shaft 43 and constantly meshing with the input main gear 45.

The input gear row 44 is not limited to one row in the illustrated example, and may be configured to include two rows that function as splitters capable of switching between low speed and high speed. Further, at least one of the input main gear 45 and the input counter gear 46 may be idle gears that can rotate relative to the shafts 41 and 43. In this case, the synchronization device 50 described later may be provided.

The plurality of output gear trains 47 have an output main gear 48 rotatably provided on the output shaft 42 and an output counter gear 49 rotatably provided on the counter shaft 43 and constantly meshing with the output main gear 48. .. The output main gear 48 is selectively synchronously coupled to the output shaft 42 by the synchronous device 50.

In the illustrated example, the output main gear 48 is an idle gear, but the output counter gear 49 may be an idle gear. In this case, the synchronization device 50 may be provided on the counter shaft 43 side. Further, although not shown, a synchronization device 50 corresponding to a direct connection stage for connecting the input shaft 41 and the output shaft 42 may be further provided.

The synchronization device 50 includes a hub 51 rotatably provided on the output shaft 42, a sleeve 52 having inner peripheral teeth that constantly mesh with the outer peripheral teeth of the hub 51, and a dog gear rotatably provided on the output main gear 48. It includes a 53, a tapered cone portion 54 provided on the dog gear 53, and a synchronizer ring 55 provided between the hub 51 and the dog gear 53. A shift fork 56 fixed to the shift rod 57 is integrally movably engaged with the sleeve 52. The shift rod 57 is connected to an actuator 58 operated by hydraulic oil supplied from a hydraulic circuit (not shown). The actuator 58 may be a pneumatic actuator, an electromagnetic actuator, or the like.

When the actuator 58 is operated, the synchronization device 50 shifts the sleeve 52 in the shift direction (dog gear 53 side) by the shift thrust transmitted via the shift rod 57 and the shift fork 56. When the synchronizer ring 55 is pressed with the shift movement of the sleeve 52, a synchronous load is generated between the synchronizer ring 55 and the tapered cone portion 54. When the sleeve 52 and the dog gear 53 rotate and synchronize due to the synchronous load, the sleeve 52 further shifts and completely meshes with the dog gear 53 so that the output main gear 48 and the output shaft 42 are selectively synchronously coupled (in gear). It is configured in.

In the following description, the state in which the sleeve 52 is completely meshed with the dog gear 53 (detent) is the “coupled state” of the synchronization device 50, and the state in which the sleeve 52 is meshed with only the hub 51 is the state in which the synchronization device 50 or the transmission mechanism 40 is “detent”. It is called "neutral state".

The speed change operation device 70 is provided in a driver's cab (not shown), and includes an operation lever 71 operated by the driver. The speed change operation device 70 is configured so that the drive mode D (automatic shift mode) and the manual mode M (manual shift mode) can be selectively switched. When the drive mode D is selected, the automatic transmission 10 is automatically upshifted or downshifted based on the shift instruction signal transmitted from the control device 100 according to the vehicle speed, the accelerator opening degree, and the like. On the other hand, when the manual mode M is selected, the automatic transmission 10 is automatically upshifted or downshifted based on the shift instruction signal transmitted from the control device 100 in response to the operation of the operating lever 71.

The auto-cruise setting device 75 is provided in a driver's cab (not shown), and includes an auto-cruise switch 76 that is turned ON / OFF by the driver and a target vehicle speed setting lever 77 provided in a steering column or the like. .. When the driver turns on the auto cruise switch 76 and sets the desired target vehicle speed _{V_Tag} by the target vehicle speed setting lever 77 with the drive mode D selected, the traveling speed of the vehicle 1 is set to the target vehicle speed _{V_Tag} . Auto cruise control (cruise control) to be maintained is being executed.

The GPS (Global Positioning System) receiver 78 acquires position information indicating the current position of the vehicle 1 in real time at predetermined intervals. The position information of the vehicle 1 acquired by the GPS receiver 78 is transmitted to the control device 100.

Further, the vehicle 1 is provided with various sensors. The engine speed sensor 90 detects the engine speed Ne from the crankshaft 3 (or the clutch drum 21). The accelerator opening sensor 91 detects the accelerator opening AC (required torque) according to the amount of depression of the accelerator pedal 5. The vehicle speed sensor 92 detects the vehicle speed V from the propeller shaft 4 or the output shaft 42. The shift position sensor 93 detects the operating position (shift position SP) of the operating lever 71 of the shifting operating device 70. The detection signals of these sensors 90 to 93 are transmitted to the electrically connected control device 100.

[Control device]
FIG. 2 is a schematic functional block diagram showing the control device 100 according to the present embodiment and related peripheral configurations.

The control device 100 is, for example, a device that performs calculations such as a computer, and is a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input port, and an output port connected to each other by a bus or the like. Etc., and execute the program.

Further, the control device 100 executes a program to execute the automatic shift control unit 110, the map storage unit 120, the auto cruise control unit 130 (travel control unit), the manual shift timing acquisition unit 140, and the travel route storage unit 150. And functions as a device including the learning control unit 160. Each of these functional elements will be described as being included in the control device 100, which is integrated hardware in the present embodiment, but any part of these may be provided in separate hardware.

The automatic shift control unit 110 executes automatic shift control for automatically shifting up or down the automatic transmission 10 by controlling the operation of the clutch device 20 and the synchronization device 50.

Specifically, when the drive mode D is selected, the automatic transmission control unit 110 shifts the automatic transmission 40 by referring to the shift map M stored in the map storage unit 120. .. In the shifting operation of the automatic transmission 10, the clutch device 20 is disconnected from the contact state, the synchronization device 50 of the current transmission stage is changed from the coupled state to the neutral state, and then the synchronization device 50 of the next transmission stage is changed from the neutral state. This is done by switching to the engaged state and bringing the clutch device 20 into contact.

On the other hand, when the manual mode M is selected, the automatic shift control unit 110 transmits a shift instruction signal to the clutch device 20 and the synchronization device 50 according to the shift position SP transmitted from the shift position sensor 93. By doing so, the automatic transmission 10 is automatically shifted up or down.

The map storage unit 120 is, for example, a non-volatile memory and stores a shift map M created in advance. The shift map M is a map that is referred to based on the accelerator opening AC and the vehicle speed V (or engine speed Ne) when the vehicle 1 travels in the drive mode D, and the shift map M includes the shift map M. , A plurality of shift lines corresponding to each shift stage of the transmission mechanism 40 are set. In the figure, the shift up line is shown by a solid line, and the shift down line is shown by a broken line.

Specifically, when the accelerator opening AC and the vehicle speed V move from point A on the shift map M to point B across the 3 → 4 shift upline, the automatic shift control unit 110 shifts the automatic transmission 10 to 3. Shift up from the speed stage to the 4th speed stage. On the other hand, when the accelerator opening AC and the vehicle speed V move from the C point on the shift map M to the D point across the 3 ← 4 shift down line, the automatic shift control unit 110 shifts the automatic transmission 10 from the 4th gear. Shift down to 3rd gear. Since the same processing is applied to upshifting or downshifting to another shift stage, detailed description thereof will be omitted. Further, the shift map M does not need to be graphed and may be stored as numerical data in the map storage unit 120.

In the auto cruise control unit 130, when the drive mode D is selected, the auto cruise switch 76 is turned on, and the desired target vehicle speed _{V_Tag} is set by the target vehicle speed setting lever 77, the vehicle speed of the vehicle 1 is set. _Executes auto-cruise control that maintains V at the set target vehicle speed V_Tag. The auto-cruise control may be performed, for example, by feedback-controlling the output torque of the engine 2 based on the deviation between the vehicle speed V transmitted from the vehicle speed sensor 92 and the set target vehicle speed _{V_Tag.}

When the automatic transmission 10 is switched from the drive mode D to the manual mode M during the auto cruise control, the manual shift timing acquisition unit 140 shifts the gear according to the operation of the shift operation device 70 of the driver. Acquires and stores the manual shift timing of.

Specifically, when the automatic transmission 10 is switched to the manual mode M during the auto cruise control, the manual shift timing acquisition unit 140 sets the shift position SP, the accelerator opening AC, and the vehicle speed V in real time at predetermined cycles. Get it with. Then, when the shift position SP is switched from the current gear stage to the next gear stage, the manual shift timing acquisition unit 140 sets the accelerator opening AC and the vehicle speed V at the time of the switch as the manual shift timing to the next gear stage. Remember. The manual shift timing acquired by the manual shift timing acquisition unit 130 is transmitted to the learning control unit 160.

The travel route storage unit 150 is, for example, a non-volatile memory, and acquires and stores a travel route in which the driver switches the automatic transmission 10 from the drive mode D to the manual mode M during auto cruise control. .. The traveling route of the vehicle 1 may be acquired based on the position information of the vehicle 1 transmitted from the GPS receiver 78, the road map information, and the like. The travel route stored in the travel route storage unit 150 is transmitted to the automatic shift control unit 110 and the learning control unit 160.

The learning control unit 160 sets the shift line corresponding to the shift stage shifted by the manual mode M during the auto cruise control among the shift lines of the shift map M stored in the map storage unit 120 as a manual shift timing acquisition unit. The corrected shift map Mc is created by overwriting and correcting the manual shift timing acquired in 140. Further, the learning control unit 160 is an automatic shift control unit when the vehicle 1 re-travels on the same route as the travel route stored in the travel route storage unit 150 by the auto cruise control on the created corrected shift map Mc. The learning control set in the shift map used for the drive mode D of 110 is carried out. As a result, when the vehicle 1 travels on the same travel route again under auto-cruise control, the shift timing of the drive mode D can be effectively adjusted to the road surface condition of the travel route.

The correction method is not particularly limited, and one corrected shift map Mc may be created for the traveling route to be the learning section, or the traveling route is divided into a plurality of traveling sections and each traveling is performed. A plurality of corrected shift maps Mc may be created according to the section. When a plurality of corrected shift maps Mc are created, the corrected map Mc corresponding to each traveling section may be read when the vehicle 1 re-travels on the same traveling route by auto-cruise control. .. Further, the manual shift timing may be overwritten by the average value of the plurality of manual shift timings when the target shift stage is changed a plurality of times in the traveling path.

Next, the flow of the process of learning control of the shift timing according to the present embodiment will be described with reference to FIG.

In step S100, it is determined whether or not the vehicle 1 is traveling. Whether or not the vehicle 1 is traveling may be determined based on the vehicle speed V acquired by the vehicle speed sensor 92. If the vehicle speed V is larger than 0 (zero) (Yes), it is determined that the vehicle 1 is traveling, and this control proceeds to the process of step S110. On the other hand, if the vehicle speed V is 0 (zero), it is determined that the vehicle 1 is stopped, and this control repeats the determination process in step S100.

In step S110, it is determined whether or not the drive mode D is selected and the vehicle 1 is traveling by auto-cruise control. If any of the conditions is satisfied (Yes), this control proceeds to step S120. On the other hand, if any of the conditions is not satisfied (No), this control is returned to the determination process in step S100.

In step S120, it is determined whether or not the manual mode M has been switched during the auto cruise control. When the mode is switched to the manual mode M (Yes), this control proceeds to step S130. On the other hand, when the mode is not switched to the manual mode M (No), this control is returned to the determination process in step S100.

In step S130, the manual shift timing in the manual mode M is acquired based on the shift position SP, the accelerator opening AC, and the vehicle speed V, and the travel path of the vehicle 1 is acquired by the GPS receiver 78 or the like.

In step S140, it is determined whether or not the drive mode D is returned or the auto cruise control is canceled. If any of the conditions is satisfied (Yes), this control proceeds to step S150. On the other hand, if none of the conditions are satisfied (No), this control is returned to the process of step S130.

In step S150, the corrected shift map Mc is created by correcting the shift line of the shift map M based on the manual shift timing acquired in step S130.

Next, in step S160, it is determined whether or not the vehicle 1 is traveling by auto-cruise control. When traveling under auto-cruise control (Yes), this control proceeds to step S170. On the other hand, when the vehicle is not traveling by the auto cruise control (No), this control repeats the determination process of step S160.

In step S170, the GPS receiver 78 or the like determines whether or not the vehicle 1 has started traveling on the same travel route as the travel route acquired in step S130. When the vehicle 1 starts traveling on the same travel route (Yes), this control proceeds to step S180. On the other hand, if the vehicle 1 has not started traveling on the same travel route (No), this control returns to the determination process in step S160.

In step S180, automatic transmission control for automatically shifting the automatic transmission 10 in the drive mode D according to the corrected shift map Mc is executed. Next, in step S190, it is determined by the GPS receiver 78 or the like whether or not the vehicle 1 has finished traveling on the travel route acquired in step S130. If the vehicle 1 has not finished traveling on the travel path (No), this control returns to the process of step S180. On the other hand, when the vehicle 1 finishes traveling on the traveling route (Yes), this control is then returned.

According to the present embodiment described in detail above, when the automatic transmission 10 is switched from the drive mode D to the manual mode M while the vehicle 1 is traveling under the auto cruise control, the manual shift timing according to the shift operation of the driver And correct the shift map M based on the manual shift timing to create the corrected shift map Mc. Then, when the vehicle 1 travels on the same travel route again by auto-cruise control, it is configured to execute learning control for setting the corrected shift map Mc as the shift map used for the drive mode D. As a result, when the vehicle 1 travels on the same travel route again under auto-cruise control, the shift timing of the drive mode D can be effectively adapted to the road surface condition of the travel route, and the vehicle can be driven on an uphill road or the like. It is possible to effectively prevent a person's unintended stall or the like.

[Other]
The present disclosure is not limited to the above-described embodiment, and can be appropriately modified and implemented without departing from the spirit of the present disclosure.

For example, the auto-cruise control has _{been described as maintaining the vehicle speed V at the target vehicle speed V_Tag} , but adding a function to maintain the inter-vehicle distance to the vehicle in front by a millimeter-wave radar or the like is added to the auto-cruise control. Is also possible. Further, the driving control is not limited to the auto cruise control, and can be applied to the automatic driving control that does not require the driver's steering, accelerator operation, brake operation, or the like.

Further, the clutch device 20 is not limited to the single clutch of the illustrated example, and may be a dual clutch device capable of pre-shifting. In the case of the dual clutch device, the clutch replacement timing may be learned as the shift timing.

1 Vehicle 2 Engine (driving force source)
3 Crankshaft 4 Propeller shaft 10 Automatic transmission 20 Clutch device 40 Transmission mechanism 41 Input shaft 42 Output shaft 43 Counter shaft 44 Input gear train 47 Output gear train 50 Synchronizer 75 Auto cruise setting device 78 GPS receiver 90 Engine rotation sensor 91 Accelerator opening sensor 92 Vehicle speed sensor 93 Shift position sensor 100 Control device 110 Automatic shift control unit 120 Map storage unit 130 Auto cruise control unit (travel control unit)
140 Manual shift timing acquisition unit 150 Travel path storage unit 160 Learning control unit

Claims (3)

It is a control device for an automatic transmission that can switch between automatic transmission mode and manual transmission mode while transmitting the power of the driving force source mounted on the vehicle to the drive wheels.
When the automatic transmission mode is switched, the automatic transmission control unit that controls the automatic transmission according to the shift map that defines the shift timing corresponding to each shift stage of the automatic transmission.
When the mode is switched to the manual shift mode, a manual shift timing acquisition unit that acquires the manual shift timing of the automatic transmission according to the driver's operation, and a manual shift timing acquisition unit.
A travel route storage unit that acquires and stores the travel route of the vehicle traveling in the manual shift mode, and
Based on the manual shift timing, the shift timing of the shift map is corrected, and when the vehicle re-travels the travel path in the automatic shift mode on the corrected shift map, the automatic shift control unit A control device including a learning control unit set as a shift map used for the shift control. A travel control unit that performs cruise control for controlling the travel of the vehicle is further provided so that the vehicle maintains a predetermined target speed.
When the manual shift timing acquisition unit is switched to the manual shift mode during the cruise control, the manual shift timing acquisition unit starts acquiring the manual shift timing.
The travel route storage unit acquires and stores the travel route of the vehicle that is switched to the manual mode and travels during the cruise control.
The learning control unit sets the corrected shift map as a shift map used for the shift control of the automatic shift control unit when the vehicle travels on the traveling route again by the cruise control. The control device described. It is a control method of an automatic transmission that can switch between automatic transmission mode and manual transmission mode while transmitting the power of the driving force source mounted on the vehicle to the drive wheels.
When the automatic shift mode is switched, the automatic transmission is speed-controlled according to a shift map that defines the shift timing corresponding to each shift stage of the automatic transmission, and when the automatic shift mode is switched to, the driver operates. The manual shift timing of the automatic transmission according to the above is acquired, the travel path of the vehicle traveling in the manual shift mode is acquired and stored, and the shift timing of the shift map is corrected based on the manual shift timing. At the same time, the control method is characterized in that the corrected shift map is set as a shift map used for the shift control when the vehicle travels on the travel path again in the automatic shift mode.

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