JP2949237B2 - Development support system for automatic transmissions for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a development support system for an automatic transmission for a vehicle, and more specifically, to continuously measure a running state and the like through a microcomputer mounted on the vehicle to set a shift characteristic. The present invention relates to data analysis and verification.

[0002]

2. Description of the Related Art In an automatic transmission for a vehicle, especially in a hydraulically operated automatic transmission, the output shaft torque (driving force) of the transmission is known.
The so-called shift shock may be given to the occupant in accordance with the fluctuation of the vehicle speed. For this reason, in the shift control, the hydraulic pressure rising characteristics of the engagement element are controlled, and the timing control of the oil pressure of the engagement element and the release element is performed to realize a smooth shift. It has also been proposed to analyze shift shocks through simulations ("Evaluation Method and Improvement of Shift Shock of Automatic Transmission", Preprints 921, May 1992, Society of Automotive Engineers of Japan).

Conventionally, setting of such shift characteristics has been performed, for example, by a method shown on the left side of FIG. In other words, while traveling on a test course in a vehicle equipped with a measuring instrument, a specific shift situation such as an upshift from the second gear to the third gear and a downshift from the fourth gear to the third gear is individually realized for each purpose. It travels and measures the running conditions such as the vehicle speed and the driving force of the output shaft, and the operating conditions such as the throttle opening, and artificially sums up the measurement results.

[0004]

As a result, it takes a long time to find out the initial problems, and it is necessary to optimize each part by repeating trial and error based on the intuition and experience of a skilled person. It took a lot of time and cost. Further, it has been difficult to intentionally cause an unsatisfactory shift situation such as increasing shift shock during the test.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to solve the above-mentioned drawbacks, continuously measure running conditions and the like, and analyze and verify the setting of the shift characteristic by data analysis processing, thereby controlling the control characteristic of an automatic transmission for a vehicle. The setting man-hour can be greatly reduced, and the control characteristics can be set even by non-experts, and the control characteristics can be set so as to be optimized as a whole for vehicles. An object of the present invention is to provide an automatic transmission development support device.

[0006]

SUMMARY OF THE INVENTION In order to solve the above-mentioned object, according to the present invention, in a development support system for an automatic transmission for a vehicle, a value indicating a running condition and an operating condition of a vehicle is provided. Measuring means for measuring in a plurality of shifts;
Calculating means for calculating an index for determining the quality of a shift from the value measured by the measuring means and the specification data of the vehicle; totaling means for totalizing the result calculated by the calculating means for each index; and Output means for outputting the result of the tallying by the tallying means so that the quality of the shift can be identified.

According to a second aspect of the present invention, the counting means includes:
The tabulation result is further configured to be tabulated for each type of shift.

According to a third aspect of the present invention, the counting means includes:
The counting result is further summed up for each operation status.

In another preferred construction, the output means includes:
The distribution of the measurement points of the measurement means is configured to be output based on the traveling state and the operation state.

[0010] According to claim 5, the output means includes:
It is configured to output collectively the measurement values that make up a plurality of aggregation results.

According to a sixth aspect of the present invention, the plurality of totalized results are configured to be the same type of shift.

[0012] In the present invention, the plurality of tally results may be the result of the same operation status.

[0013] In claim 8, the output means includes:
The apparatus is configured to select and output any one of a plurality of measured values.

According to a ninth aspect, the output means includes:
The pass / fail is configured to be output by either the calculated value of the index itself or the rank of the calculated value of the index.

[0015] According to a tenth aspect of the present invention, the counting means is configured to count the indices that differ depending on the measurement timing or the configuration of the transmission.

In the eleventh aspect, the automatic transmission is a hydraulically-operated transmission, and the values indicating the traveling state are a vehicle speed, a driving force, an engine speed, a slip ratio of a friction engagement element,
And at least one of the engagement hydraulic pressures of the friction engagement elements.

According to a twelfth aspect of the present invention, the value indicating the operating condition is a throttle opening.

According to a thirteenth aspect of the present invention, the indices for judging the quality of the shift include a change in driving force, a ratio of a capacity of the friction engagement element to an engine output, a heat generation amount of the friction engagement element, and a shift time. It was constituted so that it might be at least one of the following.

[0019]

According to a first aspect of the present invention, in the development support apparatus for an automatic transmission for a vehicle, a measuring means for measuring a value indicating a running condition and an operating condition of the vehicle in a plurality of shifts, and a value measured by the measuring means. Calculating means for calculating an index for determining whether the shift is good or not from the vehicle specification data, and a totaling means for totalizing the result calculated by the calculating means for each index,
And output means for outputting the result of the counting by the counting means so that the quality of the shift can be determined. Therefore, while continuously measuring the running condition and the like, the shift characteristic is automatically determined for each shift point. By analyzing and verifying the settings of the automatic transmission, the man-hours for setting the control characteristics of the automatic transmission can be significantly reduced, and the control characteristics can be set even by non-experts. The setting can be made to be optimum, and it is also easy to confirm a faulty shift situation such as increasing shift shock without omission.

Here, the term "measurement in a plurality of shifts" is used to continuously measure a plurality of types of shift conditions such as an upshift from the second speed to a third speed and a kickdown from the fourth speed to the first speed. Use in meaning. The term “driving situation” is used to indicate parameters such as vehicle speed, driving force, oil pressure, clutch slip rate, torque converter slip rate, engine speed, etc. Is used to indicate the parameter to be operated. Further, the term "output" is used to include display on a display, output to an external storage device such as a floppy disk, and the like.

According to a second aspect of the present invention, the counting means includes:
Since the tabulation results are configured to be further tabulated for each type of shift, verification by data analysis processing due to differences in other conditions such as operating conditions for the same type of shift is further facilitated, and the number of setting steps is reduced. Can be realized more effectively. Here, the term "type of shift" is used to indicate a plurality of types of shift situations such as, for example, an upshift from second gear to third gear and a kickdown from fourth gear to first gear.

According to a third aspect of the present invention, the tallying means includes:
Since the tabulation result is configured to be further tabulated for each operation status, for example, by tabulating the throttle opening, the verification by the data analysis process is further facilitated, and the setting man-hour is more effectively reduced. Can be realized.

According to a fourth aspect of the present invention, the output means includes:
Since the distribution of the measurement points of the measurement means is configured to be output based on the traveling state and the operation state, for example, the measurement data is defined based on the vehicle speed and the throttle opening, corresponding to a so-called shift schedule. By outputting the data, the verification by the data analysis processing is further facilitated, and the setting man-hour can be reduced more effectively.

According to a fifth aspect of the present invention, the output means includes:
The system is configured to collectively output the measurement values that make up multiple aggregation results. For example, by superimposing and outputting multiple measurement data, verification by data analysis processing becomes easier, and the number of setting steps is reduced. Can be realized more effectively.

According to a sixth aspect of the present invention, the plurality of aggregation results are configured to be results of the same shift type. Therefore, for example, a plurality of measurement data for the same shift mode are output in a superimposed manner. Thus, the verification by the data analysis processing is further facilitated, and the setting man-hour can be reduced more effectively.

According to a seventh aspect of the present invention, the plurality of aggregation results are configured to be the results of the same operation status.
For example, by superimposing and outputting a plurality of measurement data with respect to the throttle opening for the same shift mode, verification by data analysis processing is further facilitated, and the setting man-hour can be more effectively reduced. .

[0027] In claim 8, the output means includes:
Since it is configured so that any one of a plurality of measurement values can be selected and output, for example, by selecting and outputting only an arbitrary value, verification by data analysis processing is further facilitated, and setting man-hours can be reduced. It can be realized more effectively.

According to a ninth aspect, the output means includes:
Since the pass / fail is configured to be output based on either the calculated value of the index itself or the rank of the calculated value of the index, the number of setting steps can be reduced more effectively. Here, the term “rank of the calculated value” is specifically used to indicate step display or color classification by numerical values. For example, by using colors, the verification by data analysis processing can be visually and clearly performed, so that it is easier. Thus, the number of setting steps can be reduced more effectively.

According to a tenth aspect of the present invention, since the counting means is configured to be able to count the indices that differ depending on the measurement timing or the configuration of the transmission, for example, an index indicating the degree of durability deterioration is counted. In addition, for a transmission having a changed component configuration, verification by data analysis processing that is used by totaling indexes indicating the transmission can be further facilitated, and the number of setting steps can be reduced more effectively.

[0030] In the eleventh aspect, the automatic transmission is a hydraulically operated transmission, and the values indicating the traveling state are a vehicle speed, a driving force, an engine speed, a slip ratio of a friction engagement element,
And at least one of the engagement hydraulic pressures of the friction engagement elements, so that the number of setting steps can be reduced more effectively.

In the twelfth aspect of the present invention, the value indicating the operation status is configured to be the throttle opening, so that the number of setting steps can be reduced more effectively.

According to a thirteenth aspect of the present invention, the index for judging the quality of the shift is a change in driving force, a ratio of the capacity of the friction engagement element to the engine output, a heating value of the friction engagement element, and a shift time. Since the configuration is such that at least one of the above, the setting man-hour can be more effectively reduced.

[0033]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a schematic diagram showing an overall system for supporting development of an automatic transmission for a vehicle according to the present invention. As shown in the figure, the development support device is mounted on an automatic transmission for a vehicle, particularly a vehicle equipped with a hydraulically operated transmission.

For convenience of explanation, a vehicle equipped with an automatic transmission for a vehicle as a subject will be described first. Note that the shift characteristics of the automatic transmission mounted on the vehicle are set (set) on a desk or the like. Change the settings as needed.

As shown in FIG. 1, an automatic transmission T for a vehicle is used.
A main shaft MS connected to a crankshaft 1 of an internal combustion engine E via a torque converter 2 having a lock-up mechanism L, and a counter shaft CS connected to the main shaft MS via a plurality of gear trains. Prepare.

On the main shaft MS, a first main gear 3, a second main gear 4, a third main gear 5, a fourth main gear 6, and a main reverse gear 7 are supported. On the counter shaft CS, a counter first gear 8 meshing with the main first gear 3, a counter second gear 9 meshing with the main second gear 4, a counter third gear 10 meshing with the main third gear 5, A counter fourth gear 11 meshing with the main fourth gear 6 and a counter reverse gear 12 connected to the main reverse gear 7 via a reverse idle gear 13 are supported.

In the above, when the first speed gear 3 rotatably supported by the main shaft MS is connected to the main shaft MS by the first speed hydraulic clutch C1, the first speed is established. 1st speed hydraulic clutch C1 is 2nd to 4th
Since the engaged state is maintained even when the gear stage is established, the first-speed counter gear 8 is supported via the one-way clutch COW. When the main second speed gear 4 rotatably supported by the main shaft MS is coupled to the main shaft MS by the second speed hydraulic clutch C2, the second speed is established. When the counter third speed gear 10 rotatably supported by the counter shaft CS is coupled to the counter shaft CS by a third speed hydraulic clutch C3, a third speed is established.

In a state where the counter fourth speed gear 11 rotatably supported on the countershaft CS is connected to the countershaft CS by the selector gear SG, the main fourth speed gear 6 rotatably supported on the main shaft MS is moved to the fourth position.
Speed-reverse hydraulic clutch C4R with main shaft M
When engaged with S, the fourth gear is established. In a state where the counter reverse gear 12 relatively rotatably supported on the counter shaft CS is coupled to the counter shaft CS by the selector gear SG, the counter reverse gear 7 rotatably supported on the main shaft MS is connected to the fourth speed-reverse gear. When the hydraulic clutch C4R is engaged with the main shaft MS, the reverse gear is established.

The rotation of the counter shaft CS is
The power is transmitted to the differential D via the final drive gear 14 and the final driven gear 15, and then transmitted to the drive wheels W, W via the left and right drive shafts 16, 16.

Here, the intake passage of the internal combustion engine E (not shown)
A throttle opening sensor S1 for detecting the opening θTH is provided in the vicinity of a throttle valve (not shown) disposed at the position. In the vicinity of the final driven gear 15,
A vehicle speed sensor S2 for detecting the vehicle speed V from the rotation speed of the final driven gear 15 is provided. Further, near the crankshaft 1, a crank angle sensor S3 for detecting the engine speed Ne from the rotation thereof is provided.

In the vicinity of the main shaft MS, there is provided an input shaft speed sensor S4 for detecting the input shaft speed NM of the transmission through its rotation, and in the vicinity of the counter shaft CS through the rotation thereof. An output shaft speed sensor S5 for detecting the output shaft speed NC is provided. Further, P, R, N, D4, D3, and P3 are located near a shift lever (not shown) mounted on the floor of the vehicle driver's seat.
Shift lever position sensor S for detecting the position selected by the driver among the seven positions (2, 1)
6 are provided.

In the vicinity of the drive shaft 16, a torque meter S for detecting the drive force (drive torque) Tds is provided.
7 are provided. The output of these sensors S1 etc. is EC
U (electronic control unit).

The ECU is a CPU 17, a ROM 18, a RAM
19, a microcomputer comprising an input circuit 20 and an output circuit 21. Outputs of the above-mentioned sensor S1 and the like are input into the microcomputer via the input circuit 20. In the microcomputer, the CPU 17 determines a shift position (gear position), and the shift solenoid SL of the hydraulic control circuit O through the output circuit 21.
A shift valve (not shown) is switched by exciting / de-energizing 1, SL2, and a hydraulic clutch of a predetermined gear stage is released / engaged.

Reference numerals SL3 and SL4 denote an ON / OFF control solenoid and a capacity control solenoid of the lock-up mechanism L of the torque converter 2. Also, the symbol S
L5 is a linear solenoid for clutch hydraulic pressure control. Reference numeral S8 generically indicates three pressure heads that detect clutch oil pressures of the clutches C2 to C4R.

The development support apparatus 100 is composed of a microcomputer having the same structure as the ECU, and is communicably connected to the ECU via a communication interface. More specifically, as shown in FIG.
Computer body 1 consisting of PU, ROM, RAM, etc.
02 and a keyboard 1 for inputting data, commands, etc.
And a mouse 106, a high-resolution color display 108 for display, an external storage device 110 for storing data on a floppy desk or the like, and a printer 112.

Then, the development support device 100 reads the detected value such as the engine speed Ne stored in the RAM 19 of the ECU via a RAM monitor (not shown) and, as will be described subsequently, performs a shift shock through a running test. The control characteristics including the characteristics are verified by data analysis processing.

FIG. 3 is a flowchart showing the operation of the development support apparatus 100. FIG. 4 is an explanatory diagram functionally explaining the above. Hereinafter, description will be made mainly with reference to the flowchart of FIG.

First, measurement is performed in S10.

FIG. 5 is a subroutine flow chart showing the operation. First, the apparatus is started up in S100, the data is reset in S102, and the offset of the sensor output for the A / D conversion value is advanced in S104. (Calibration), and the process proceeds to S106 to start measurement.
Go to 08 and command the end of measurement via the space key,
Proceeding to S110, the range is specified, that is, the range in which the measurement data is to be saved is specified, and the flow advances to S112 to end and end.

The data measured in S10 is the engine speed N
e, throttle opening θTH, vehicle speed V, clutch slip ratio ECL
, Torque converter slip ratio ETR, oil pressure P2 (oil pressure of second speed clutch C2), oil pressure P3 (oil pressure of third speed clutch C3) and oil pressure P4 (oil pressure of fourth speed clutch C4R), and drive torque Tds of drive shaft 16 (drive) Power)
It is.

The measurement is set up as described above, and then, as shown on the right side of FIG. 27, measurement is performed for a plurality of continuous shifts different from the measurement performed conventionally.

In the flow chart of FIG.
Proceeding to 12, the calculation is performed based on the model, specification, number of gears, specifications of the automatic transmission, tire radius, and the like.

FIG. 6 shows a calculation execution screen. The parameters to be calculated are as follows. In FIG. 6, the scale on the horizontal axis (time axis) was 0.1 sec.

BASE (reference point): a reference point for estimating the driving force Tds. More specifically, based on a plurality of points between 0.6 and 0.9 seconds before the start point of the change in the clutch slip ratio ECL, a point at which the driving force fluctuation for a predetermined time from each point is minimized. And determine it as a reference point. (Dis): Dispersion. The deviation of the driving force fluctuation at the reference point from the average value of the driving force fluctuations at the plurality of points. Tds Grad .: The degree of inclination (a change in driving force per unit time) formed by a straight line connecting the reference point and the start point of the torque phase to a horizontal line passing through the reference point. Time: The elapsed time from the start of measurement until the indicated shift occurs. Mode: Type of shift and throttle opening at the start of ECL change. () Indicates one of clutch-to-clutch shift, one-way clutch-to-clutch shift, and clutch-to-one-way clutch shift. (Mode ID): Details of the type of shift. In the first 120, 0 is the clutch oil pressure kept low to low, 1 is released from high to low, 2 is low to high engaged, 3 is high to high engaged, 2nd gear, 3rd Speed means 4th speed. That is, it means a shift from the second gear to the third gear.
Since the first speed has a one-way clutch, the engaged state is always maintained in the forward traveling range. Accordingly, when the clutch oil pressure changes from low to high and from high to low when switching to the forward traveling range and when switching from the forward traveling range to another range, 2000, 1010, etc. are displayed). The number at the center (/ 2 /) is described by the serial number of the type of shift. For example, an upshift from 1: 1 to 2nd speed, an upshift from 2: 2nd to 3rd speed,. . . Kick down, accelerator return, etc. The number at the end (/ 2) indicates the type of shift (1: one-way clutch-to-clutch, 2: clutch-to-clutch, 3: clutch-to-one-way clutch). That is, the Mode is indicated by a code.

More specifically, the Mode is an upshift in a throttle-depressed state, that is, a power-on state (constant throttle opening), and an upshift in the same state (throttle opening degree). Fluctuation), kick down (3rd to 2nd, 4th to 2nd, 4th to 3rd),
Kick down (4th to 1st gear, 3rd to 1st gear, 2nd to 1st gear), Upshift by returning the accelerator (2nd to 3rd gear)
Speed, 2nd to 4th speed, 3rd to 4th speed), upshift by returning the accelerator in the same state (however, 1st to 2nd speed,
First to third gear, first to fourth gear). FIG. 7 is a timing chart showing a power-on upshift (constant throttle opening), FIG. 8 is a timing chart showing kickdown, and FIG. 9 is a timing chart showing an upshift by returning the accelerator.

The description of the calculation parameters will be continued. θTH: Throttle opening at the point where the clutch slip ratio ECL starts to change. () Shows the amount of change in the throttle opening with respect to the average value of the throttle opening during shifting. Tds: driving force (pulling start point / pulling point / peak) time: time. For example, in the case of the power-on upshift shown in FIG. 7, the first value is the torque phase time T1 (Ti
me1), the middle number is the inertia phase time T2 (Time2), and the last number is the time T3 (Time
3) means Reliability: The amount of deviation between the torque (drive force) change in the torque phase estimated based on the BASE and the actual change. For example, 1473.0 [kgf · m · sec] Ne: the maximum and minimum rotational speeds of the internal combustion engine during the shift α: an evaluation index of the pull-in of the driving force Tds (when the shift is a clutch-to-clutch shift, the one-way clutch (Value for maximum pull-in point assuming two-clutch shift)

More specifically, the evaluation index α is determined by α = (Tds1−Tds2) / {Tds1 × (ioff−ion) / ioff)} in FIG. Here, ioff represents the gear ratio of the gear stage established by the disengaged clutch, and ion represents the gear ratio of the gear stage established by the engaged clutch.

Β: evaluation index of peak G Specifically, in FIG. 7, it is determined by β = Tds3 / Tds1. γ: evaluation index of the step of the driving force Tds during shifting. Specifically, in FIG. 8, γ = (Tds3−Tds4) / Tds1. δ: evaluation index indicating the driving force gradient near the shift end point. ε [% · sec]: evaluation index indicating the total pull-in amount (the area pulled in from the driving force at the shift start point). Q: Calorific value. It is indicated by an individual value and a sum of the torque phase and the inertia phase. The calorific value is calculated. μON: Coefficient of friction of the clutch on the engagement side (estimated value (maximum value) calculated backward from the driving force and clutch pressure).

Offset: Correction value of ECL / engagement side clutch pressure / release side clutch pressure. ECL is the amount of correction based on ± 0.1 sec from the point 0.8 sec after the start of ECL change. The clutch pressure is a correction amount based on the average value between ± 0.1sec of the point 1sec before and 1.5sec after the ECL change start point as a reference (zero point). Flare Margin: Blow margin (index indicating toughness for rising engine speed). Specifically, it is calculated from the ratio of the clutch capacity to the engine output, that is, Flare Margin = (Ton + Toff) / TENG. Here, Ton indicates the torque transmission capacity of the engagement side clutch, Toff indicates the torque transmission capacity of the release side clutch, and TENG indicates the engine output torque. Further, TENG is obtained from the engine speed and the throttle opening in accordance with predetermined characteristics. Note that Min and Area indicate the same as TOLm and TOLs shown later in FIG. 12, Min (TOLm) indicates the minimum value of Flare Margin, and Area indicates the area where the Flare Margin is less than 30%. ECL: Clutch slip rate. The state where there is no slip is defined as 100, and depending on how the ECL changes,
Check whether the ECL change during the upshift is normal or whether blowing has occurred. In the illustrated example, 101/101 /
The first value of 100 is the ECL immediately before the ECL change start point (0.
02sec before), the values at the center and at the end are the Max and Min values from 0.2sec before the ECL change start point to the change start point. In the case of the example, since Max = 101 and Min = 100, it is normal. However, if Max = 100 and Min = 98, it means that blowing has occurred before the actual shift start, and the reliability of the data is considered to be low. . The display of this ECL is
This is performed only for the two-clutch power-on upshift.

Further, as shown in FIG. 6, .DELTA..omega. (Differential rotation of the clutch) obtained from the speed change shaft input / output rotational speeds NM and NC is also shown.

By performing the calculation as described above,
Analysis is automatically performed on data at a plurality of shift points. It should be noted that the above-mentioned indices are not necessarily used in all of the above-described modes, but are used only in some modes. That is, in the case of a power-on upshift (constant or fluctuating throttle opening), Tds, Ti
me, α, β, γ, δ, ε, Flare Margin, Q, Ne, μ
Use ON, use only Tds and Time for accelerator return, and use Time, Tds, Flare Margin, N for kick down
Use e. In the case of a power-on upshift, the shift shock is most problematic, so that many indicators are used.

Returning to the flow chart of FIG.
Proceed to 14 to count.

FIG. 10 is a subroutine flow chart showing the operation. In step S200, a predetermined command is input, the calculation results are totaled, and in step S202, the directory name of the storage destination of the calculation results is input to calculate. The result is saved, and the process proceeds to S204 to end and end.

In the flow chart of FIG.
Proceed to 16 to display. This is the operation of displaying the evaluation index in a graph as shown in FIGS. still,
The contents shown in FIG. 11 and subsequent figures are exemplary.

FIG. 11 and FIG. 12 show two main screens on the display 108 described above (displayed on two screens for convenience of space). The main screen shown in FIG. 11 displays data obtained for every 0.5 / 8 opening of the throttle opening indicating the above-described operation status on the vertical axis.
Further, the nine blocks shown in the figure are the above-mentioned shift times, that is, Time1 (time of torque phase), Time2 (time of inertia phase), Time3 (time of peak-to-peak), and the evaluation indices α, β, The time Tε of γ, δ, ε and ε is shown.

Further, in the case shown in the figure, the type of shift, that is, the above-mentioned power-on upshift (constant throttle opening)
In each block, the left is the 1st speed to the 2nd speed (1>
2), 2nd to 3rd speed in the center (2> 3), 3rd to 4th on the right
An upshift to speed (3> 4) is shown (only the blocks Time3 and ε are shown for simplicity of illustration).

FIG. 12 shows a similar main screen, in which the remaining parameter, the driving force (the driving force T
ds1, drive force Tds2 at the pull-in point, drive force Tds at the peak
3) and blowing margin Flare Margin (TOL in Fig. 12 and later)
m, TOLs) and changes in the throttle opening θTH (FIG. 12).
Hereinafter, it is indicated as THchg), the friction coefficient μON (hereinafter, indicated as MUest), and the maximum value Max Ne of the engine speed Ne.
And the calorific value Qall. The main screen shown in FIG. 11 and FIG.
The main screen shown in FIG. 2 can be arbitrarily selected and changed.

Since a color display is used for the display 108 as described above, FIG.
On the subsequent display screens, the quality of each data shown in the small blocks such as A, B, and C in FIG. 11 is displayed in color. Specifically, the evaluation result is an evaluation rank,
That is, the pass / fail (for example, red is BAD, blue is GOOD). More specifically, as shown by reference numeral d at the end of FIG. 11, the area between BAD and GOOD is divided into five colors, BAD, slightly BAD,
Normally, it is a little GOOD, GOOD and a five-point scale. In addition, you may display in 9 colors. A portion without a small block, such as a, b, or c, indicates that there is no data, that is, no measurement has been performed.

A further characteristic feature is that, if necessary, FIG.
As shown in FIG. 3, the individual data shown in FIG. 11 (FIG. 12) can be replaced with a shift schedule including the vehicle speed V and the throttle opening θTH. Thereby, the distribution of the measurement points can be easily determined.

That is, in FIG. 11, the small block B indicates the shift from the third speed to the fourth speed when the throttle is fully opened, but the shift from the third speed to the fourth speed when the throttle is fully opened may be measured a plurality of times. On the contrary, there may be cases where measurement cannot be performed. When multiple data are obtained, if there is something bad, it will be displayed in red or yellow. That is, since the screen shown in FIG. 11 is displayed for each of the throttle opening and the shift, the distribution of the measurement data cannot be known. By displaying as shown in FIG. 13, it can be recognized.

FIG. 13 shows the evaluation index α. As shown, the evaluation index α shown in FIG. 11 (FIG. 12) is used.
It is also possible to substitute an index other than. In FIG. 13 as well, pass / fail of each element is displayed by color.

FIG. 11 (FIG. 12)
Is replaced by a bar graph, a line graph, or a table as shown in FIGS. In the illustrated example, the value of the evaluation index α is similarly displayed in accordance with the throttle opening and the type of shift, so that the desired parameter can be easily recognized from the main screen shown in FIG. 11 or FIG. Can be converted to In FIG. 14 or FIG. 15, the type of shift is displayed by changing the type or display color of the bar or line.

Further, if necessary, as shown in FIG. 16, the individual values shown in FIG. 11 (FIG. 12) can be displayed. In FIG. 16, the column indicated by reference sign E indicates the throttle opening θTH, the data indicated by the reference sign indicates the real value of the evaluation index α, and the data indicated by the reference sign G indicates the number of samples that provide the evaluation index α. In FIG. 16, if the data is, for example, 1.7 / 8 at the throttle opening,
The evaluation index α and the number of samples (may be smaller than the decimal point in some calculation examples) are allocated to 1.5 / 8 and 2.0 / 8 by a so-called weighted average.

Further, if necessary, as shown in FIG. 17, it is also possible to superimpose the actually measured data. That is, the measurement values that constitute the totaling result can be displayed collectively. In the illustrated example, data having a throttle opening of about 6/8 in the upshift from the second speed to the third speed is taken out of the data continuously measured for the evaluation index α and is superimposed. The illustrated example shows that there were four data. In the illustrated example, each of the four shifts is displayed together with the data of Time3.

If necessary, as shown in FIG. 18, only one of the actually measured data can be extracted. In the illustrated example, No. in the four data shown in FIG. 17, and data such as ECL not shown in FIG. 17 for the shift can also be displayed.

Further, as shown in FIG. 19, data of different conditions can be superimposed and displayed, as shown in FIG. 19, in which data of the same shift type and different throttle opening degrees are superimposed and displayed. Naturally, it is also possible to superimpose data of different shift types at the same throttle opening.

Further, as shown in FIG. 20, "display / non-display" can be selected for each parameter as required. That is, by turning on (displaying) the parameters in the window on the left shoulder in FIG. 20, only data relating to the desired parameters can be displayed.

Further, as shown in FIG. 21 or FIG.
The kickdown and the power-off upshift can be displayed by selecting only a desired index from the indexes shown on the main screen. FIG. 21 shows the kick down (3
22 is a display example for the second speed from the second speed, the second speed from the fourth speed, the second speed from the fourth speed, and the third speed from the fourth speed. The one shown in FIG.
It is an example of display for the third speed, the second speed, the fourth speed, and the third speed to the fourth speed.

Further, FIG. 23 or FIG.
As shown in the above, the calculation result can be displayed numerically instead of a graph. FIG. 23 shows a list of evaluation ranks (evaluation of pass / fail by the above-mentioned colors) for the data shown in FIG. FIG. 24 shows a list of the calculation results of the data shown in FIG. 11 as real numbers (effective three digits).

FIG. 25 is a data diagram showing a simulation example in which the effect of setting the shift shock reduction characteristic through the development support device according to the present application has been verified. In the case of the illustrated example, the shift shock reduction effect of the clutch piston improved by reducing the dead volume was verified. STD in figure
Means a conventional product, but as a result, the shift time is slightly extended and the margin of blow is slightly reduced as compared with the measured data of the conventional product and the improved product. The quantity Q is almost the same as that of the conventional product, and it is verified that the effect of the improved clutch piston is small.

FIG. 26 is a data diagram showing a simulation example of verifying the endurance test progress through the development support apparatus according to the present application. In the case of the example shown, 1000 km, 500 km
Changes over time after traveling at 0 km and 10,000 km were verified by comparing with initial characteristics (denoted as START). From the figure, it can be seen that the friction coefficient μ change in the initial stage of the durability has been stable and has been stable, and thus the change with time has been small.

Since the present embodiment is configured as described above, the running conditions and the like are continuously measured, the shift point is automatically analyzed, and the setting of the shift characteristic is verified by data analysis processing. The man-hours for setting the control characteristics of the transmission can be greatly reduced. Furthermore, it is possible to set the control characteristics even if the user is not an expert, and to set the control characteristics so as to be optimal as a whole. If necessary, as shown in FIG. By changing the setting of hydraulic circuit parts (orifice etc.) and the data setting of ECU,
The setting of the control characteristics can also be changed.

Although this application has been described by taking a hydraulically operated transmission as an example, the present invention can also be applied to verifying the setting of control characteristics of other types of automatic transmissions and the like.

[0085]

According to the first aspect of the present invention, the setting of the shift characteristics is verified by data analysis processing, whereby the man-hours for setting the control characteristics of the automatic transmission can be greatly reduced, and the skilled in the art can improve the control characteristics. It is possible to set even if not, and it is also possible to make settings so as to be optimal as a whole, and it is also easy to check unsatisfactory shift situations such as increasing shift shock without omission.

According to the second aspect, the verification by the data analysis processing is further facilitated, and the setting man-hour can be more effectively reduced.

According to the third aspect of the present invention, for example, by totalizing the throttle opening, the verification by the data analysis processing is further facilitated, and the setting man-hour can be reduced more effectively.

According to the fourth aspect, for example, by outputting the measured data in accordance with a so-called shift schedule defined by the vehicle speed and the throttle opening, the verification by the data analysis processing is further facilitated, and the setting man-hour is reduced. Reduction can be realized more effectively.

According to the fifth aspect, for example, by superimposing and outputting a plurality of measurement data, the verification by the data analysis processing is further facilitated, and the setting man-hour can be more effectively reduced. it can.

According to the sixth aspect, for example, by superimposing and outputting a plurality of measurement data for the same shift mode, verification by data analysis processing is further facilitated, and the setting man-hour is more effectively reduced. Can be realized.

According to the seventh aspect, for example, by superimposing and outputting a plurality of measurement data with respect to the throttle opening for the same speed change mode, verification by data analysis processing is further facilitated, and the number of setting steps is reduced. Can be realized more effectively.

According to the eighth aspect, for example, by selecting and outputting only an arbitrary value, the verification by the data analysis processing becomes easier, and the setting man-hour can be more effectively reduced. .

According to the ninth aspect of the present invention, the use of, for example, colors makes it possible to perform verification by data analysis at a glance, making it easier and more effective to reduce the number of setting steps. it can.

According to a tenth aspect of the present invention, verification by a data analysis process that is used by summing up an index indicating the degree of durability deterioration or summing up an index indicating the transmission with a changed component configuration is further performed. This makes it easier to reduce the number of setting steps and more effectively.

According to the eleventh aspect, the setting man-hour can be more effectively reduced.

According to the twelfth aspect, the number of setting steps can be reduced more effectively.

According to the thirteenth aspect, the number of setting steps can be reduced more effectively.

[Brief description of the drawings]

FIG. 1 is an explanatory view showing an overall development support system for an automatic transmission for a vehicle according to the present invention.

FIG. 2 is a block diagram specifically showing a configuration of the development support device of FIG.

FIG. 3 is a main flow chart showing an operation of the development support device of FIG. 1;

FIG. 4 is a block diagram functionally showing the operation of the development support device of FIG. 1;

FIG. 5 is a subroutine flowchart showing a measurement operation of the flowchart of FIG. 3;

FIG. 6 is an illustration showing a calculation execution screen of the development support device of FIG. 1;

FIG. 7 is a timing chart showing a power-on upshift.

FIG. 8 is a timing chart showing kick down.

FIG. 9 is a timing chart showing accelerator return.

FIG. 10 is a subroutine flowchart showing an aggregation operation of the flowchart of FIG. 3;

FIG. 11 is an explanatory diagram showing a main screen of the development support device of FIG. 1;

FIG. 12 is an explanatory diagram showing another main screen of the development support device of FIG. 1;

FIG. 13 is an explanatory diagram showing a case where the screen of FIG. 11 or FIG. 12 is replaced with a shift schedule.

FIG. 14 is an explanatory diagram showing a case where the screen of FIG. 11 or FIG. 12 is replaced with a bar graph.

FIG. 15 is an explanatory diagram showing a case where the screen of FIG. 11 or FIG. 12 is replaced with a line graph.

FIG. 16 is an explanatory diagram showing a case where the screen of FIG. 11 or FIG. 12 is replaced with a table format.

FIG. 17 is an explanatory diagram showing a case where the screens of FIGS. 11 and 12 are superimposed on actual measurement data.

FIG. 18 is an explanatory diagram showing another example in a case where the screens of FIGS. 11 and 12 are superimposed on actual measurement data.

FIG. 19 is an explanatory diagram showing still another example in a case where the screens of FIGS. 11 and 12 are superimposed on actual measurement data.

FIG. 20 is an explanatory diagram showing a case where only arbitrary data on the screen of FIG. 11 or FIG. 12 is displayed.

FIG. 21 is an explanatory diagram showing a case where desired data is displayed among the data on the screen of FIG. 11 or FIG.

FIG. 22 is an explanatory diagram showing another example in a case where desired data is displayed among the data on the screen of FIG. 11 or FIG.

FIG. 23 is an explanatory diagram showing a case where the data of FIG. 11 or FIG. 12 is displayed in a list by an evaluation rank.

FIG. 24 is an explanatory diagram showing a case where the calculation results of the data of FIGS. 11 and 12 are displayed in a list.

FIG. 25 is a data diagram showing a simulation example in which the effect of setting the shift shock reduction characteristic through the development support device of FIG. 1 is verified.

26 is a data diagram showing a simulation example in which the endurance test progress is verified through the development support device of FIG. 1;

FIG. 27 is an explanatory diagram showing a setting operation of a shift characteristic according to the related art in comparison with a method by the development support device according to the present application.

[Explanation of symbols]

 E internal combustion engine T transmission O hydraulic control circuit 100 development support device

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-4-55982 (JP, A) JP-A-2-69165 (JP, U) (58) Fields investigated (Int.Cl. ⁶ , DB name) F16H 59/00-63/48 G06F 15/60

Claims (13)

(57) [Claims] An apparatus for supporting development of an automatic transmission for a vehicle, comprising: a. Measuring means for measuring a value indicating a running condition and an operating condition of the vehicle in a plurality of shifts; b. Calculating means for calculating an index for determining whether or not the shift is good from the value measured by the measuring means and the specification data of the vehicle; c. Totaling means for totalizing the result calculated by the calculating means for each index; and d. Output means for outputting the tally result of the tally means so that the quality of the shift can be determined as good or bad. 2. The development supporting apparatus for an automatic transmission for a vehicle according to claim 1, wherein said totaling means further totalizes the totaling result for each type of shift. 3. The development support device for an automatic transmission for a vehicle according to claim 1, wherein said totaling means further totalizes the totaling result for each operation status. 4. The output device according to claim 1, wherein the output device outputs a distribution of measurement points of the measurement device based on the traveling state and the operation state. A development support device for an automatic transmission for a vehicle according to the above. 5. The development support apparatus for an automatic transmission for a vehicle according to claim 1, wherein said output means outputs collectively measurement values constituting a plurality of totalized results. 6. The development support apparatus for an automatic transmission for a vehicle according to claim 5, wherein the plurality of aggregation results are results of the same shift type. 7. The development support device for an automatic transmission for a vehicle according to claim 5, wherein the plurality of aggregation results are results of the same operation status. 8. The development support apparatus for an automatic transmission for a vehicle according to claim 5, wherein said output means selects and outputs one of a plurality of measured values. . 9. The automatic transmission for a vehicle according to claim 1, wherein said output means outputs pass / fail based on either the calculated value of the index itself or the rank of the calculated value of the index. Development support equipment. 10. The development support system for an automatic transmission for a vehicle according to claim 1, wherein said totaling means totalizes said indices that differ in measurement timing or transmission configuration. apparatus. 11. The automatic transmission is a hydraulically operated transmission, and the value indicating the traveling state is a vehicle speed, a driving force, an engine speed, a slip ratio of a friction engagement element, and engagement of a friction engagement element. The development support apparatus for an automatic transmission for a vehicle according to claim 1, wherein the development assistance apparatus indicates at least one of hydraulic pressures. 12. The development support device for a hydraulically operated transmission according to claim 1, wherein the value indicating the operation status is a throttle opening. 13. The index for judging whether the shift is good or not is at least one of a change in driving force, a ratio of a capacity of the friction engagement element to an engine output, a heat generation amount of the friction engagement element, and a shift time. The development support apparatus for a vehicle automatic transmission according to claim 11, wherein: