JP3412453B2 - Control device for solenoid - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a solenoid control device that is electrically feedback-controlled to generate a load according to a control amount on a predetermined object.

[0002]

2. Description of the Related Art As is well known, a solenoid energizes a built-in coil to generate an electromagnetic force, and the electromagnetic force gives a thrust force to a plunger or a rod or a pin. For example, the thrust force drives a spool. Used as a solenoid valve. FIG. 7 shows an example of a conventional linear solenoid valve 1, in which a core 4 having a coil 3 mounted therein is arranged at the center of a cylindrical case 2. A pin 5 movable along the axial direction of the core 4 is inserted in the center of the core 4, and a rear end of the pin 5 has a plunger facing the coil 3 in the axial direction. 6 are integrated. In addition, in FIG.
Reference numeral 7 is an end cover, which is attached to the rear end of the case 2 to close the case 2.

A spool type valve is integrated on the tip side of the case 2. That is, a sleeve 8 having a plurality of ports is attached to the tip of the case 2, and a spool 9 having a plurality of lands is housed inside the sleeve 8 so as to be movable in the axial direction. . The tip of the pin 5 is brought into contact with the rear end of the spool 9, while the spring 1 for pressing the spool 9 toward the pin 5 is attached to the tip of the spool 9.
0 is placed.

An output port 11 is formed in the central portion of the sleeve 8 in the axial direction, and an input port 12 and a drain port 13 are formed on both sides of the output port 11 in between. The output port 11 is connected to a control port (not shown) of another valve to be controlled. A line pressure, which is the original pressure of the entire hydraulic system, is input to the input port 12.

A land 14 for opening and closing the input port 12
A groove 15 is formed in the shaft 15 so that both ends of the shaft 15 communicate with each other. The are different from each other face area of the right and left in FIG. 7 in Barry formed on the spring 10 side with respect to the lands 14, is wider face area of the pin 5 side with respect to the face area of the spring 10 side There is. Therefore, the output pressure (the hydraulic pressure at the output port 11) is transmitted to the barry via the groove 15, and the load corresponding to the difference in the face area there is applied to the spool 9.
Is configured to act on.

As a result, when the load that pushes the spool 9 to the right in FIG. 7 increases, the input port 12 is closed and the output port 11 communicates with the drain port 13 and is discharged from a predetermined target location. As a result, the pressure at the barry decreases and the load that pushes the spool 9 to the left in FIG. 7 increases, so that the input port 12 and the output port 11 communicate with each other, so that the output pressure increases. Since the load acting on the spool 9 in the axial direction is balanced in this way, the electric signal (current, duty ratio, etc.) to the coil 3 is controlled to change the thrust of the pin 5 to a large or small value. If so, the output pressure can be obtained accordingly.

FIG. 8 shows the linear solenoid valve 1 described above.
1 shows an example of a circuit for controlling the above, which is described in, for example, Japanese Patent Laid-Open No. 7-103324 . A transistor 16 and a resistor 17 are connected in series with the coil 3 of the linear solenoid valve 1 interposed therebetween, and a duty signal is output from the CPU 18 to the transistor 16. The duty signal is, for example, a rectangular wave signal of 300 Hz, and the current supplied to the coil 3 is changed by changing the on-time and off-time within 1 Hz as shown in (A) to (C) of FIG. (Average current) is controlled.

Further, in FIG. 8, reference numeral 19 indicates a ripple removal filter, which averages the duty signals between the coil 3 and the resistor 17, and the averaged voltage is A / D.
Input to the converter 20. This A /
The battery voltage is input to the D converter 20, these electric signals are A / D converted and input to the CPU 18, and the current of the coil 3 is detected.

The above duty signal is changed from 0% to 100%.
The output pressure can be linearly controlled by continuously changing the output pressure. Therefore, a linear solenoid valve having the configuration shown in FIG. 7 or a linear solenoid valve similar to this is used in various fields. For example, in an automatic transmission for vehicles, it is used for line pressure control and accumulator back pressure control. There is.

FIG. 10 schematically shows such an example. In FIG. 10, the hydraulic pressure generated by the hydraulic pump 21 is supplied to the primary regulator valve 22. The primary regulator valve 22 is a valve whose pressure adjustment level changes according to the signal pressure output by the linear solenoid valve SLT, and the linear solenoid valve SLT is controlled based on the throttle opening (or accelerator opening). As a result, the hydraulic pressure generated by the pump 21 is set to the throttle opening (or accelerator opening).
The line pressure is adjusted according to the output.

This line pressure is used as an original pressure of the solenoid modulator pressure, for example, and therefore the line pressure is supplied to the solenoid modulator valve 23 and is output from here as a solenoid modulator pressure with little fluctuation in pressure. The linear solenoid valve SLT operates by using this solenoid modulator pressure as a source pressure and outputs a signal pressure according to the throttle opening (or accelerator opening).

Further, the line pressure is input to the accumulator control valve 24 as a source pressure. The accumulator control valve 24 is a valve for adjusting the back pressure of the accumulator, and the signal pressure output by the linear solenoid valve SLT and the signal pressure output by another linear solenoid valve SLN are input as its control signal pressure. Has been done. Here, the other linear solenoid valves SLN have the same structure as that shown in FIG. 10, and are designed so that the solenoid modulator pressure is used as a source pressure and a signal pressure corresponding to an electric signal is output.

The accumulator control valve 24 changes its pressure adjusting level in accordance with the signal pressure output from the other linear solenoid valve SLN, and the line pressure is used as the accumulator back pressure corresponding to the pressure adjusting level.
The accumulator 25 for the clutch, the accumulator 26 for the B0 brake, or the accumulator 27 for the second brake is supplied to the back pressure chamber.

Further, the solenoid modulator pressure is supplied to another linear solenoid valve SLU, and the linear solenoid valve SLU is electrically controlled, whereby
The hydraulic pressure according to the control signal is output as a control signal pressure to an appropriate valve such as a lock-up control valve (not shown).

Each of the above linear solenoid valves SLT,
SLN and SLU are for obtaining the required hydraulic pressure according to the vehicle condition, the gear change condition, and the like, and are therefore feedback-controlled based on the detection signal. In that case,
If the control gain is increased, control with excellent responsiveness can be performed, but on the other hand, vibration is likely to occur. Especially when it is used to control the hydraulic pressure, the feedback control of the solenoid is performed using the hydraulic pressure, which is the output value, as a detection signal, so that coupled vibration between the solenoid control signal and the hydraulic pressure may occur. It was

In this way, for example, when the line pressure oscillates, if the frequency is higher than 50 Hz, there is no particular problem, but if the frequency is lower than this, and if this appears as output torque, Since it is felt as vibration of the vehicle body, it may be a cause of deterioration in riding comfort similar to that of a judder.

A device for suppressing the vibration due to the feedback control of the solenoid as described above is disclosed in JP-A-7-10.
It is described in Japanese Patent No. 3324. The device described in this publication has a means for detecting a vibration and driving a solenoid so as to suppress the vibration. More specifically, a vibration component is extracted from a drive current of the solenoid,
After the vibration component is multiplied by the vibration suppression gain, the phase is substantially inverted, and this is added to the output of the PID controller, that is, the duty ratio is subtracted.

[0018]

In the device described in the above publication, the solenoid is feedback-controlled by the PID controller in which the control gain is set to a predetermined value, in which case the control characteristics such as responsiveness are improved. If a vibration occurs as a result of setting the control gain to,
This is detected by the vibration of the control current of the solenoid.
Then, the vibration component is processed and used for correcting the control signal of the solenoid. Therefore, in the above-mentioned conventional device, since the control value is changed after the vibration is generated, it is possible to prevent the situation that the generated vibration is increased, but it is difficult to prevent the vibration itself.

Further, since the above-mentioned conventional device is configured to change the output value thereof by the occurrence of vibration while keeping the controller constant, even if the generated vibration can be suppressed, If the situation such as the traveling state or the hydraulic pressure control state is the same as the situation when the vibration occurs first, the vibration will occur again. As described above, the above conventional device is not always sufficient in terms of preventing the occurrence of vibration, and there is room for improvement.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a solenoid control device capable of preventing vibration from occurring.

[0021]

Means for Solving the Problem and Its Function In order to achieve the above object, the invention described in claim 1 provides an electric
A control equipment of the solenoid to electrically feedback controlled solenoid that outputs hydraulic pressure in response to the signal, the
Back electromotive force caused by vibration in the hydraulic system of the solenoid
According to the control system of the feedback control, the hydraulic system
A solenoid control device of the type in which coupled vibration with
Prepared in advance with different functions to suppress the coupled vibration.
Control gain from multiple feedback control gains
Feedback control to suppress the coupled vibration depending on the situation
Select gain and select feedback control gain
The is characterized in that it comprises a means to adopt to the feedback control.

[0022]

[0023]

Therefore, according to the first aspect of the invention, if the control condition changes, the feedback control gain changes,
It is possible to set the control gain easily suppress communication Narufu dynamic in that the control conditions, it is possible to prevent the occurrence of vibration of the solenoid in advance.

Further, the invention of claim 2 responds to an electric signal.
Electrically feedback controlled solenoid that outputs hydraulic Te a control equipment of the solenoid, the solenoid
The back electromotive force generated due to the vibration in the hydraulic system
Note: The feedback control system is coupled to the above-mentioned hydraulic system.
A solenoid control device of a type in which motion occurs
Whether back electromotive force is generated due to vibration of the hydraulic system
Detection and feedback control if back electromotive force is detected.
The gain is learned and corrected to suppress the coupled vibration,
Learning-corrected feedback control gain
And it is characterized in that it comprises a means to employ the Dobakku control.

Therefore, according to the invention of claim 2 , the hydraulic pressure is
Feedback control gain with that vibration occurs in the system is, so are learning control is changed so as to suppress the occurrence of communication Narufu dynamic, control conditions such as the running state of the hydraulic conditions and vehicle, If the previously vibration occurs even a similar state and, vibration of the solenoid does not occur. Incidentally, in the above-mentioned claim 1, the solenoid
Is the oil of the automatic transmission as described in claim 3.
Can be configured to control pressure and
Conditions can be a throttling opening or accelerator opening, and the oil temperature of the automatic transmission, and at least one of the type of shifting of the automatic transmission.

[0027]

BEST MODE FOR CARRYING OUT THE INVENTION Next, the present invention will be described more specifically with reference to the drawings. The present invention can be applied to a device that controls a solenoid valve used in an automatic transmission, and an example thereof will be described. First, the overall control system will be described. FIG. 4 shows a control system diagram of an engine 30 and an automatic transmission 31 as an example of a prime mover, and a signal corresponding to a depression amount of an accelerator pedal 32 is used for the engine. It is input to the electronic control unit 33. An electronic throttle valve 35 driven by a throttle actuator 34 is provided in the intake pipe of the engine 30. A control signal is output from the electronic control unit 33 to the throttle actuator 34 according to the depression amount of the accelerator pedal 32, and the opening degree of the electronic throttle valve 35 is controlled according to the control amount.

An electronic control unit 33 for controlling the engine 30 is mainly composed of a central processing unit (CPU), a storage unit (RAM, ROM) and an input / output interface. Is
In addition to the signal corresponding to the depression amount of the accelerator pedal 32, engine rotation speed, intake air amount, intake air temperature, throttle opening, vehicle speed, engine water temperature, output signal of brake switch, etc. are input as control data. ing. In addition to the control of the throttle actuator 34, the electronic control unit 33 for the engine outputs a signal to the fuel injection device 36 and the igniter 37 for changing the ignition timing for torque control at the time of gear shift. It is configured.

The automatic transmission 31 connected to the engine 30 is a so-called electronically controlled automatic transmission that electrically controls hydraulic pressure to control gear shifting and engagement / disengagement of a lockup clutch. The hydraulic control device 38 for controlling the hydraulic pressure controls three shift solenoid valves SOL1, SOL2, SOL3 for mainly performing a shift, a solenoid valve SOL4 for mainly controlling an engine braking state, and a lockup clutch. A linear solenoid valve SLU, a linear solenoid valve SLT that controls the line pressure according to the throttle opening, and a linear solenoid valve SLN that mainly controls the back pressure of the accumulator.

An electronic control unit 39 for an automatic transmission for outputting a control signal to each solenoid valve in the hydraulic control unit 38 is provided. This automatic transmission electronic control unit 39, like the engine electronic control unit 33 described above, has a central processing unit (CPU) and a storage unit (RA).
(M, ROM) and an input / output interface, and therefore can be integrated / integrated with the engine electronic control unit 33 as required. The automatic transmission electronic control unit 39 performs a calculation based on input data according to a map or a calculation formula stored in advance,
A control signal based on the calculation result is output to each of the solenoid valves to control gear shifting, engagement / disengagement of a lockup clutch, and control of transient hydraulic pressure during gear shifting.

Then, the electronic control unit 39 for the automatic transmission has, as control data, the above-mentioned throttle opening, vehicle speed,
In addition to the engine water temperature and the output signal of the brake switch,
The shift position indicating the position of the shift lever, the output signal of the pattern select switch, the output signal from the C0 sensor which detects the rotational speed of the clutch C0 described later, the output signal of the C2 sensor which detects the rotational speed of the second clutch C2, the automatic The oil temperature of the transmission 31, the output signal of the manual shift switch, the cruise signal output from a cruise control device (not shown) that keeps the vehicle speed constant, and the like are input.

The electronic control units 33 and 39 are connected to each other so that data can be communicated with each other. In particular, from the automatic transmission electronic control unit 39 to the engine electronic control unit 33,
A signal for setting each gear is transmitted, and the electronic control unit 33 for the engine transmits the electronic control unit 3 for the automatic transmission.
In 9, the intake air amount per one revolution of the engine 30 is transmitted.

The above-described automatic transmission 31 can be set to five forward speeds and one reverse speed, and an example of the gear train is shown in FIG. In FIG. 5, the automatic transmission 31 is connected to the engine 30 via a torque converter 40. The torque converter 40 includes a pump impeller 42 connected to a crankshaft 41 of the engine 30.
And a turbine runner 44 connected to the input shaft 43 of the automatic transmission 31, and a lockup clutch 4 that directly connects the pump impeller 42 and the turbine runner 44.
5 and a stator 47, which is prevented from rotating in one direction by a one-way clutch 46.

The automatic transmission 31 has a sub-transmission unit 48 for switching between high and low two stages, and a main transmission unit 49 for switching between reverse and four forward stages. The auxiliary transmission unit 48 includes a sun gear S0, a ring gear R0,
And a planetary gear unit 50 including a pinion P0 rotatably supported by a carrier K0 and meshed with the sun gear S0 and the ring gear R0, and a sun gear S0.
C0 and one-way clutch F0 provided between the carrier and the carrier K0, the sun gear S0 and the housing 51.
And a brake B0 provided between and.

The main transmission unit 49 includes a sun gear S1, a ring gear R1, and a first planetary gear unit 52 which is rotatably supported by the carrier K1 and comprises a pinion P1 meshed with the sun gear S1 and the ring gear R1.
A second planetary gear unit 53 including a sun gear S2, a ring gear R2, and a pinion P2 rotatably supported by the carrier K2 and meshed with the sun gear S2 and the ring gear R2, a sun gear S3, and a ring gear R3.
, And a third planetary gear unit 54 comprising a pinion P3 rotatably supported by the carrier K3 and meshed with the sun gear S3 and the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, and the ring gear R1, the carrier K2 and the carrier K3 are integrally connected to each other, and the carrier K3 thereof.
Is connected to the output shaft 55. In addition, ring gear R2
Are integrally connected to the sun gear S3. A first clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 56, and a second clutch C2 is provided between the sun gear S1 and the sun gear S2 and the intermediate shaft 56.

As the braking means, the housing 51 is provided with a band-type first brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2. In addition, the sun gear S1 and the sun gear S2 and the housing 51
Between the first one-way clutch F1 and the brake B.
2 are provided in series. This first one-way clutch F
1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to rotate in the opposite direction to the input shaft 43.

A third brake B3 is provided between the carrier K1 and the housing 51, and a fourth brake B4 and a second one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 51. Has been. This second
The one-way clutch F2 is configured to be engaged when the ring gear R3 tries to rotate in the reverse direction. Each of the above-mentioned clutches C0, C1, C2, and brake B0,
B1, B2, B3, and B4 are hydraulic friction engagement devices with which friction materials are engaged by the action of hydraulic pressure.

Then, the clutch C0 in the subtransmission unit 50
C0 sensor 57 for detecting the rotational speed of
And a C2 sensor 58 for detecting the rotational speed of the second clutch C2 in the main transmission portion 49. These sensors 57 and 58 are connected to the automatic transmission electronic control unit 39 as described above.

In the automatic transmission 31 described above, five forward speeds and reverse speeds can be set, and the engagement / release states of the friction engagement devices for setting these speeds are shown in FIG. It is shown in the engagement operation table. In FIG. 6, a circle indicates an engaged state, a circle indicates an engaged state that is not related to torque transmission, a circle indicates an engaged state for effecting engine braking, and a blank indicates a released state. Show.

The linear solenoid valves SLT, SLN, SLU in the hydraulic control device 38 described above have the same or similar construction as the linear solenoid valve 1 shown in FIG. 7, and are constructed so as to output hydraulic pressure according to an electric signal. Has been done. In addition, these linear solenoid valves SLT, S
The LN and SLU are incorporated in a hydraulic circuit as shown in FIG. 10, and the first linear solenoid valve SLT uses a solenoid modulator pressure as a source pressure to generate a signal pressure corresponding to a throttle opening (or accelerator opening). It outputs to the primary regulator valve and the accumulator control valve.

The second linear solenoid valve SLN
Is configured to output a signal pressure corresponding to an electric signal to the accumulator control valve using the solenoid modulator pressure as a source pressure. The accumulator back pressure output from the accumulator control valve is the accumulator back pressure chamber for the brake B0 in the auxiliary transmission section 48 and the accumulator back pressure chamber for the second clutch C2 in the main transmission section 49. It is adapted to be supplied to each of the back pressure chambers of the accumulator for the second brake B2.

Further, the third linear solenoid valve SLU
Outputs the signal pressure for controlling the engagement / release of the lock-up clutch 45 and the signal pressure to a control valve (not shown) for directly controlling the hydraulic pressure of the third brake B3 in accordance with the electric signal. Is configured.

These linear solenoid valves S
LT, SLN, and SLU are feedback-controlled so as to be target hydraulic pressures that are determined based on running conditions such as vehicle speed, throttle opening (or accelerator opening), gear shift pattern, and oil temperature. The following Equation 1 is the feedback control (PI
The general formula used for (D control) is shown.

[0045]

[Formula 1] Here, KP is a proportional gain, KI is an integral gain, KD is a differential gain, and e is a deviation. The control characteristics such as responsiveness greatly change according to the values of these control gains KP, KI and KD, and normally, the responsiveness is set to be as good as possible within the range where vibration is not generated. .

In the control device according to the present invention, the control gains KP, KI, KD are set as variables obtained by calculation based on control conditions, or set as mapped variables, and set as control conditions. Accordingly, the control gains KP, KI and KD are set to optimum values. FIG. 1 is for explaining a control routine therefor. First, control conditions are read (step 1). This control condition is, for example, the throttle opening (or accelerator opening), the oil temperature, and the type of shift. Next, based on the control condition, each control gain KP,
KI and KD are selected and adopted (step 2). Therefore, step 1 can be called control condition detection means,
Further, step 2 can be said to be control gain selection means. Incidentally, Step 2, the control gain KP in response to the control condition, KI, if control to change the KD, the step 2 may be that the control gain changing means.

FIG. 2 shows these control gains KP, KI,
A part of an example of a map in which the value of KD is determined for each control condition is schematically shown. That is, (A) of FIG. 2 is a map when the throttle opening θ is less than 20%, and shows the control gains KP, KI, KD for each type of shift and oil temperature range (A, B, C). The value is set. Further, (B) of the figure is a map when the throttle opening θ is 20% or more and less than 40%, and (C) is a map where the throttle opening θ is 4%.
This is a map for 0% or more and less than 60%. Although not specifically shown, maps up to 100% in 20% increments are similarly prepared below.

The values defined in these maps are values previously determined based on experiments or the like so that the responsiveness is good in the range where vibration is not generated for each control condition. The control gains KP, KI thus determined are
Taking the oil temperature as an example of the general tendency of KD, when the oil temperature is low, the viscosity of the oil tends to cause vibration in the hydraulic system, and the vibration of the hydraulic system causes a back electromotive force (reverse electromotive force) in the solenoid. (Electromotive current) is generated, and as a result, a coupled vibration with the feedback control system of the solenoid is likely to occur, so that the control gains KP, KI, and KD are set to relatively small values.

In this way, each control gain KP, KI,
After selecting and adopting the value of KD based on the control conditions,
Feedback control of each of the linear solenoid valves SLT, SLN, SLU is executed based on the above equation 1 including those values (step 3). Therefore, since the feedback control gains KP, KI, KD are set to values that do not generate vibration under the control conditions, each linear solenoid valve SLT is set based on the equation 1 in which the feedback control gain is set as described above. , SLN, SLU are controlled, the coupled vibration of the feedback control system and hydraulic system is prevented in advance. Further, in the above control device, when the throttle opening θ, the oil temperature, or the type of gear shift is different from the conventional one, the control gain is newly selected from the map in accordance with such a change in the control condition, and is thus adopted. Also, vibrations under new control conditions are reliably prevented.

By the way, the control device of the present invention is configured to change the feedback control gain to a value that prevents or suppresses the occurrence of vibration in accordance with control conditions such as the throttle opening degree and the type of gear shift. As described above, the feedback control gain may be changed by learning control instead of using the map value. Figure 3 shows an example of this,
After processing the input signal (step 11), the drive current of the linear solenoid valve is filtered to remove high frequency components, and vibrations of, for example, 200 Hz or less are detected (step 12).

Next, in addition to the drive current of the linear solenoid valve, the back electromotive force (back electromotive current) caused by the vibration of the hydraulic system
It is detected from the filtered signal whether or not is generated (step 13). Therefore, step 13 can be regarded as vibration detection means.

If the counter electromotive force is not detected because the vibration is not generated and the determination in step 13 is negative, the process returns without performing any particular control. On the contrary, when the counter electromotive force is detected, it means that the vibration is occurring, so the feedback control gain is changed (step 14). Generally, if the control gain is low,
Since the vibration is less likely to occur, the feedback control gain is changed in step 14 by reducing the constant value every time the control in step 14 is executed (KP = KP-
.DELTA.KP, KI = KI-.DELTA.KI, KD = KD-.DELTA.KD). In that case, if the feedback control gain is decreased, the response is lowered, so the feedback control is limited so that the value does not become smaller than the lower limit value determined by the request from the response (KP ≥KPMIN, KI ≥KIMIN,
KD ≧ KDMIN). Therefore, step 14 can be said to be learning correction means for the control gain.

Therefore, if the control shown in FIG. 3 is performed, the feedback control gain is changed by detecting the vibration, and the control state in which the vibration is hardly generated is obtained.
The subsequent generation of vibration is prevented. Note that FIG.
In the device for performing the control shown in (1), the control for preventing the vibration is performed based on the occurrence of the vibration once.
This is similar to the conventional device described above. However, the above control device according to the present invention learns and corrects the feedback control gain to a value in which vibration is less likely to occur by detecting vibration, so that the running state and the hydraulic control state are the same as the previous state in which vibration occurs. Even if it becomes the same again,
The vibration does not occur again, and there is a definite difference from the conventional device in this respect. That is, the control device according to the present invention can prevent future vibration from occurring.

In the example described above, the feedback control of the solenoid is performed based on the equation (1).
The present invention is not limited to the above example, and can be applied to a device in which the following expression 2 is a PID control type.

[0055]

[Formula 2] Here, KP is a proportional gain, T1 is an integration time, TD is a differential time, e _n is a deviation, Δt is a control period, d _n is a differential output (position type signal), Δd _n is a velocity type differential output, and 1 / η is Differential gain (η = 0.1 to 0.125), TD / (Δt +
η TD) is the effective derivative gain.

Further, in the above example, the example in which the present invention is applied to the device for controlling the hydraulic pressure of the automatic transmission has been described. However, the present invention controls the valve timing in the engine in addition to the hydraulic control of the automatic transmission. It can also be applied to a control device that controls a linear solenoid valve or a linear solenoid valve used in a chassis of a vehicle. Further, when the feedback control gain is learned and corrected in the present invention, instead of subtracting a constant value, the control gain is newly calculated according to the vibration condition, or the subtracted value is calculated based on the vibration condition. It may be a value.

[0057]

As described above, according to the first aspect of the invention, if the control condition changes, the feedback control gain
Changes and the control condition makes it easy to suppress the coupled vibration.
Since the gain can be set, the solenoid control
The occurrence of vibration of the solenoid at medium can be prevented.

[0058] According to the invention of claim 2, once the vibration to the solenoid occurs during the feedback control of the solenoid, since changing the feedback control gain to generate hard value of communicating Narufu movement, the future solenoid the occurrence of vibration can be prevented.

[Brief description of drawings]

FIG. 1 is a flow chart for explaining a control example by a control device according to the present invention.

FIG. 2 is a chart showing an example of a map in which a feedback control gain is determined based on a throttle opening degree, a type of shift, and an oil temperature.

FIG. 3 is a flow chart for explaining control executed by the control device according to the invention of claim 2.

FIG. 4 is a block diagram showing an overall control system by an apparatus to which the present invention is applied.

FIG. 5 is a skeleton diagram showing a gear train of the automatic transmission.

FIG. 6 is a chart showing an engaged / released state of a friction engagement device for setting each shift speed in the automatic transmission.

FIG. 7 is a sectional view showing an example of a linear solenoid valve.

FIG. 8 is a circuit diagram showing an example of a control circuit of a linear solenoid valve.

FIG. 9 is a diagram showing an example of a waveform of the duty signal.

FIG. 10 is a block diagram schematically showing an example of a linear solenoid used in an automatic transmission.

[Explanation of symbols]

1, SLT, SLN, SLU Linear solenoid valve 3 coils

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Noriki Asahara 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Tetsuro Hamajima 1 Toyota Town, Toyota City, Aichi Toyota Motor Co., Ltd. (56) Reference JP-A-7-71574 (JP, A) JP-A-4-302305 (JP, A) JP-A-62-241013 (JP, A) JP-A-62-63248 (JP, A) JP-A-7-103324 (JP, A) Patent 2521458 (JP, B2) (58) Fields investigated (Int.Cl. ⁷ , DB name) G05B 11/36 G05B 13/02 F16K 31/06

Claims (3)

(57) [Claims] 1. A is a control equipment of the solenoid to electrically feedback controlled source leno <br/> id for outputting a hydraulic pressure in response to electrical signals, caused by the vibration of the hydraulic system of the solenoid
Of the feedback control by the back electromotive force generated by
Soleno of the type in which a coupled vibration with the hydraulic system occurs in the control system
Id control device, which is prepared in advance and has a different function of suppressing the coupled vibration.
Number of feedback control gains depending on the control conditions.
Feedback control gain that suppresses the coupled vibration
And select the selected feedback control gain
A solenoid control device, which is equipped with means for use in feedback control . Wherein a control equipment of the solenoid to electrically feedback controlled source leno <br/> id for outputting a hydraulic pressure in response to electrical signals, caused by the vibration of the hydraulic system of the solenoid
Of the feedback control by the back electromotive force generated by
Soleno of the type in which a coupled vibration with the hydraulic system occurs in the control system
In the id controller, is the back electromotive force caused by the vibration of the hydraulic system generated?
If the back electromotive force is detected, the feedback
Learning correction of control gain to suppress the coupled vibration
The learning-corrected feedback control gain
Controller of the solenoid, characterized in that it comprises a means to adopt to the fed back control. 3. The solenoid controls the hydraulic pressure of an automatic transmission.
And the control condition is slot
Valve opening or accelerator opening and the oil temperature of the automatic transmission
And / or at least one of the types of shifting of the automatic transmission
Seo Leno <br/> id of the control device according to claim 1, characterized in that one or.