JP3532679B2 - Control device for automatic transmission - Google Patents
Control device for automatic transmissionInfo
- Publication number
- JP3532679B2 JP3532679B2 JP28962295A JP28962295A JP3532679B2 JP 3532679 B2 JP3532679 B2 JP 3532679B2 JP 28962295 A JP28962295 A JP 28962295A JP 28962295 A JP28962295 A JP 28962295A JP 3532679 B2 JP3532679 B2 JP 3532679B2
- Authority
- JP
- Japan
- Prior art keywords
- hydraulic pressure
- clutch
- clutch engagement
- engagement hydraulic
- friction coefficient
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
- 230000005540 biological transmission Effects 0.000 title claims description 12
- 230000007423 decrease Effects 0.000 claims description 8
- 239000000446 fuel Substances 0.000 claims description 5
- 238000002347 injection Methods 0.000 claims description 5
- 239000007924 injection Substances 0.000 claims description 5
- 238000010586 diagram Methods 0.000 description 9
- 239000002783 friction material Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
Landscapes
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、自動変速機の制御
装置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission.
【０００２】[0002]
【従来の技術】従来の自動変速機のライン圧制御装置と
して、特開昭６２−９０５４号公報に示されるようなも
のがある。この自動変速機のライン圧制御装置は、燃料
噴射量とエンジン回転数とに基づいてエンジン出力に対
応したライン圧を発生するようにしている。ライン圧の
一部は、クラッチを締結させるときのクラッチ締結油圧
としても利用されている。すなわち、クラッチの締結に
必要なクラッチ締結油圧は、入力トルクを代表する燃料
噴射量の測定値から演算によって求めるようにしてい
る。なお、入力トルクを代表する測定値としては、上述
の燃料噴射量の他に、たとえば、トルクセンサからの測
定トルクが用いられることもある。2. Description of the Related Art A conventional line pressure control device for an automatic transmission is disclosed in Japanese Patent Laid-Open No. 62-9054. The line pressure control device for the automatic transmission is adapted to generate a line pressure corresponding to the engine output based on the fuel injection amount and the engine speed. Part of the line pressure is also used as clutch engagement hydraulic pressure when engaging the clutch. That is, the clutch engagement hydraulic pressure required for engaging the clutch is obtained by calculation from the measured value of the fuel injection amount representing the input torque. In addition to the above-mentioned fuel injection amount, for example, a measured torque from a torque sensor may be used as the measured value representing the input torque.
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、上記の
ような従来の自動変速機のライン圧制御装置には、クラ
ッチ締結油圧が入力トルクに対応するように決定される
ので、変速性能が悪化することがあるという問題点があ
る。すなわち、クラッチ締結油圧を入力トルクに対応さ
せるだけでは、クラッチの摩擦係数がクラッチの相対回
転速度のみに対応することになるが、図３に示すよう
に、実際の摩擦係数μの値は、クラッチの摩擦材に掛か
る面圧（クラッチの面圧）によって変化し、クラッチの
面圧が低いときほど摩擦係数μの値は高くなり、逆にク
ラッチの面圧が高いときほど摩擦係数μの値は小さくな
るので、変速時の摩擦係数μの値の変化に伴ってクラッ
チ性能が変化し、変速性能が悪化することがある。本発
明は、このような課題を解決することを目的としてい
る。However, in the above-described conventional line pressure control device for an automatic transmission, the clutch engagement hydraulic pressure is determined so as to correspond to the input torque, so that the gear shifting performance deteriorates. There is a problem that there is. That is, if the clutch engagement hydraulic pressure is made to correspond to the input torque, the friction coefficient of the clutch will correspond only to the relative rotational speed of the clutch. However, as shown in FIG. The friction coefficient μ increases as the surface pressure of the clutch decreases, and the friction coefficient μ increases as the surface pressure of the clutch decreases, and the friction coefficient μ decreases as the surface pressure of the clutch increases. Since it becomes smaller, the clutch performance may change with a change in the value of the friction coefficient μ at the time of gear shifting, and the gear shifting performance may deteriorate. The present invention aims to solve such problems.
【０００４】[0004]
【課題を解決するための手段】本発明は、入力トルクに
対応させて求めたクラッチ締結油圧を、暫定値として、
これを、クラッチ面圧に基づいて補正した摩擦係数を用
いて計算し直すことにより、上記課題を解決する。すな
わち、本発明の請求項１記載の自動変速機の変速制御装
置は、燃料噴射量、トルクセンサからのトルクなどの、
入力トルクを代表する測定値と、あらかじめ決定したク
ラッチの摩擦係数とに基づいて、クラッチの締結に必要
なクラッチ締結油圧を演算するものを対象にしており、
上記演算されたクラッチ締結油圧（Ｐc1）を、暫定値と
して、このときのクラッチの面圧を求めるとともに、ク
ラッチの面圧が高くなるほど摩擦係数が小さくなるとい
う関係に基づいて、上記クラッチの摩擦係数を補正し、
補正した摩擦係数（μ）を用いて補正クラッチ締結油圧
（Ｐc2）を求めること、を特徴としている。また、請求
項２記載の自動変速機の変速制御装置は、上記補正クラ
ッチ締結油圧（Ｐc2）の、暫定クラッチ締結油圧（Ｐc
1）からの油圧変化速度（Ｐcc）が、あらかじめ決定し
た制限油圧変化速度（Ｐs ）よりも大きい場合には、上
記暫定クラッチ締結油圧（Ｐc1）に制限油圧変化速度
（Ｐs ）と対応する油圧を加算したものを補正クラッチ
締結油圧（Ｐc2）とすること、を特徴としている。According to the present invention, the clutch engagement hydraulic pressure obtained corresponding to the input torque is used as a provisional value.
The above problem is solved by recalculating this using the friction coefficient corrected based on the clutch surface pressure. That is, the shift control device for an automatic transmission according to claim 1 of the present invention is characterized in that,
Based on the measured value representing the input torque and the predetermined friction coefficient of the clutch, it is intended to calculate the clutch engagement hydraulic pressure necessary for engaging the clutch.
The clutch engagement pressure (Pc1) calculated above is used as a provisional value to determine the clutch surface pressure at this time, and
The friction coefficient of the clutch is corrected based on the relationship that the friction coefficient decreases as the surface pressure of the latch increases .
The correction clutch engagement hydraulic pressure (Pc2) is obtained using the corrected friction coefficient (μ). A shift control device for an automatic transmission according to a second aspect of the present invention provides a provisional clutch engagement hydraulic pressure (Pc2) of the correction clutch engagement hydraulic pressure (Pc2).
When the hydraulic pressure change speed (Pcc) from 1) is larger than the predetermined limited hydraulic pressure change speed (Ps), the provisional clutch engagement hydraulic pressure (Pc1) is set to the hydraulic pressure corresponding to the limited hydraulic pressure change speed (Ps). It is characterized in that the added value is used as the correction clutch engagement hydraulic pressure (Pc2).
【０００５】[0005]
【作用】請求項１に記載された本発明においては、入力
トルクに対応させて求めたクラッチ締結油圧を、暫定値
として、このときのクラッチ面圧を求めるとともに、ク
ラッチの面圧が高くなるほど摩擦係数が小さくなるとい
う関係により、摩擦係数を補正し、補正した摩擦係数を
用いてクラッチ締結油圧を再度計算する。これによっ
て、実際のクラッチ面圧に対応したクラッチ締結油圧で
クラッチの締結を行うことができるので、変速性能を安
定させることができる。請求項２に記載された本発明に
おいては、補正する前と後とのクラッチ締結油圧の変化
速度が大きくなり過ぎることによる、運転フィーリング
の悪化を防止することができる。[Action] In the present invention described in claim 1, the clutch engagement hydraulic pressure determined in correspondence with the input torque, as a provisional value, obtains a clutch surface pressure at this time Rutotomoni, click
It is said that the friction coefficient decreases as the surface pressure of the latch increases.
The friction coefficient is corrected according to the relationship, and the clutch engagement hydraulic pressure is calculated again using the corrected friction coefficient. As a result, the clutch can be engaged with the clutch engagement hydraulic pressure that corresponds to the actual clutch surface pressure, so that the shifting performance can be stabilized. According to the present invention described in claim 2, it is possible to prevent the driving feeling from being deteriorated due to the change speed of the clutch engagement hydraulic pressure before and after the correction becoming too large.
【０００６】[0006]
【発明の実施の形態】図１（ａ）に本発明の実施の形態
の標準的なフローダイアグラムを示す。まず、燃料噴射
量、又はトルクセンサからの信号に基づいて入力トルク
Ｔi の演算を行う（ステップ１０）。次いで、入力トル
クＴi に基づいて慣性モーメントＩを求める（ステップ
２０）。次いで、あらかじめ設定された暫定的な摩擦係
数μt 、クラッチの有効直径Ｄ、ライン圧に基づいたク
ラッチピストンの押付圧Ｐ、クラッチピストンの断面積
Ａ、クラッチピストン復帰用のリターンスプリングの力
Ｆs 、クラッチの枚数Ｎに基づいてクラッチの必要伝達
トルクＴq を求める（ステップ３０）。すなわち、
Ｔq ＝μt ・Ｄ（Ｐ・Ａ−Ｆs ）・Ｎ （１）
次いで、必要なクラッチ締結油圧を暫定的に演算する
（ステップ４０）。次いで、ステップ４０で求めた暫定
的なクラッチ締結油圧Ｐc1に基づいて、このときのクラ
ッチの面圧を求め、図２及び図３に示す線図から、クラ
ッチの面圧が高くなるほど摩擦係数が小さくなるという
関係により、μ補正係数を求め、摩擦係数μを補正する
（ステップ５０）。次いで、この補正された摩擦係数μ
1 に基づいて再計算することにより、修正クラッチ締結
油圧Ｐc2を求め（ステップ６０）、終了する。以上のよ
うにして、本発明においては、クラッチの面圧に基づい
て摩擦係数を補正し、この補正した摩擦係数に基づいて
クラッチ締結油圧を補正するので、実際の変速状態に対
応したクラッチの締結を行うことができ、変速性能を良
好なものとすることができる。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT FIG. 1A shows a standard flow diagram of an embodiment of the present invention. First, the input torque Ti is calculated based on the fuel injection amount or the signal from the torque sensor (step 10). Then, the moment of inertia I is calculated based on the input torque Ti (step 20). Next, the provisional friction coefficient μt set in advance, the effective diameter D of the clutch, the pressing pressure P of the clutch piston based on the line pressure, the sectional area A of the clutch piston, the force Fs of the return spring for returning the clutch piston, the clutch The required transmission torque Tq of the clutch is calculated based on the number N of the clutches (step 30). That is, Tq = [mu] t * D (P * A-Fs) * N (1) Next, the required clutch engagement hydraulic pressure is provisionally calculated (step 40). Next, based on the provisional clutch engagement hydraulic pressure Pc1 obtained in step 40, the surface pressure of the clutch at this time is obtained, and from the diagrams shown in FIG . 2 and FIG.
The friction coefficient decreases as the contact pressure of the switch increases
A μ correction coefficient is obtained from the relationship, and the friction coefficient μ is corrected (step 50). This corrected coefficient of friction μ
The corrected clutch engagement hydraulic pressure Pc2 is obtained by recalculating based on 1 (step 60), and the process ends. As described above, in the present invention, the friction coefficient is corrected based on the surface pressure of the clutch, and the clutch engagement hydraulic pressure is corrected based on the corrected friction coefficient. Therefore, the clutch engagement corresponding to the actual shift state is engaged. Can be performed, and the gear shifting performance can be improved.
【０００７】なお、図１（ａ）に示すような、標準的な
フローダイアグラムに基づいて変速を行うと、クラッチ
締結油圧Ｐc の実際の油圧変化速度Ｐcc（ｋｇｆ／ｃｍ
2 ）／ｓｅｃが大きくなり過ぎて、運転フィーリングが
悪化することがある。そのような状態が想定される場合
には、図１（ｂ）に示すように、ステップ４０以降を変
更することが考えられる。すなわち、必要なクラッチ締
結油圧Ｐc を暫定的に演算した（ステップ４０）後に、
この暫定的なクラッチ締結油圧Ｐc1の実際の油圧変化速
度Ｐccが、あらかじめ定めたクラッチ締結油圧Ｐc の制
限油圧変化速度Ｐs よりも大きいかどうかをチェックし
（ステップ４５）、ノーの場合には、上記（ステップ５
０）と同様にして、摩擦係数μを補正し（ステップ５
５）、この補正された摩擦係数μ1 に基づいて、クラッ
チ締結油圧Ｐc を再計算することにより最終的なクラッ
チ締結油圧Ｐc2を求める（ステップ６５）ようにする
が、ステップ４５においてイエスの場合には、上記暫定
クラッチ締結油圧Ｐc1に制限油圧変化速度Ｐs と対応す
る油圧（所定の上限値）を加算したものを補正クラッチ
締結油圧Ｐc21 とし（ステップ６６）、所定以上の油圧
変化速度Ｐccとならないように制限する。こうすること
により、クラッチ締結油圧Ｐc が急激に変化することに
よる運転フィーリングの悪化を防止することができる。When shifting is performed based on a standard flow diagram as shown in FIG. 1 (a), the actual hydraulic pressure change speed Pcc (kgf / cm) of the clutch engagement hydraulic pressure Pc.
2 ) / sec may become too large and the driving feeling may deteriorate. When such a situation is assumed, it is possible to change step 40 and subsequent steps, as shown in FIG. That is, after tentatively calculating the required clutch engagement hydraulic pressure Pc (step 40),
It is checked whether or not the actual hydraulic pressure change speed Pcc of the provisional clutch engagement hydraulic pressure Pc1 is greater than a predetermined limit hydraulic pressure change speed Ps of the clutch engagement hydraulic pressure Pc (step 45). (Step 5
In the same way as 0), the friction coefficient μ is corrected (step 5
5) Based on the corrected friction coefficient μ1, the clutch engagement hydraulic pressure Pc is recalculated to obtain the final clutch engagement hydraulic pressure Pc2 (step 65). The correction clutch engagement oil pressure Pc21 is the sum of the temporary clutch engagement oil pressure Pc1 and the oil pressure (predetermined upper limit value) corresponding to the limit oil pressure change speed Ps (step 66) so that the oil pressure change speed Pcc does not exceed the predetermined value. Restrict. By doing so, it is possible to prevent the driving feeling from being deteriorated due to the sudden change in the clutch engagement hydraulic pressure Pc.
【０００８】[0008]
【発明の効果】以上説明してきたように、本発明による
と、クラッチの摩擦材に掛かる面圧に応じて、クラッチ
の面圧が高くなるほど摩擦係数が小さくなるという関係
に基づいて、クラッチの締結油圧を変更することができ
るので、変速性能を良好なものとすることができる。請
求項２のように構成した場合には、クラッチ締結油圧が
急激に変化することによる運転フィーリングの悪化を防
止することができる。As described above, according to the present invention, the clutch is responsive to the surface pressure applied to the friction material of the clutch.
The relationship that the friction coefficient decreases as the surface pressure of the
Since the clutch engagement hydraulic pressure can be changed on the basis of , the gear shifting performance can be improved. According to the second aspect, it is possible to prevent the driving feeling from being deteriorated due to the abrupt change of the clutch engagement hydraulic pressure.
【図面の簡単な説明】[Brief description of drawings]
【図１】本発明の実施の形態のフローダイアグラムを示
す図で、同図（ａ）は、基本的なフローダイアグラム、
同図（ｂ）は、クラッチ締結油圧の実際の油圧変化速度
が大きくなり過ぎて、運転フィーリングが悪化する可能
性がある場合に用いられる部分的なフローダイアグラム
である。FIG. 1 is a diagram showing a flow diagram of an embodiment of the present invention, in which FIG. 1 (a) is a basic flow diagram,
FIG. 11B is a partial flow diagram used when the actual hydraulic pressure change speed of the clutch engagement hydraulic pressure becomes too large and the driving feeling may be deteriorated.
【図２】クラッチ面圧とμ補正係数との関係の１例を示
す線図である。FIG. 2 is a diagram showing an example of a relationship between a clutch surface pressure and a μ correction coefficient.
【図３】クラッチの面圧と摩擦係数との関係を示す線図
である。FIG. 3 is a diagram showing the relationship between the surface pressure of the clutch and the friction coefficient.
Ａ クラッチピストンの断面積 Ｄ クラッチの有効直径 Ｐ クラッチピストンの押付圧 Ｐc クラッチ締結油圧 Ｐcc クラッチ締結油圧の実際の油圧変化速度 Ｐs クラッチ締結油圧の制限油圧変化速度 Ｔi 入力トルク Ｔq クラッチの必要伝達トルク μ 摩擦係数 μt 暫定的な摩擦係数 A clutch piston cross-sectional area Effective diameter of D clutch P Clutch piston pressing pressure Pc Clutch engagement hydraulic pressure Pcc Clutch engagement hydraulic pressure actual hydraulic pressure change speed Ps Clutch engagement hydraulic pressure limit hydraulic pressure change speed Ti input torque Required transmission torque of Tq clutch μ Friction coefficient μt Provisional coefficient of friction
フロントページの続き (58)調査した分野(Int.Cl.7，ＤＢ名) F16D 48/00 - 48/02 F16H 59/00 - 61/12 F16H 61/16 - 61/24 F16H 63/40 - 63/48 B60K 17/34 - 17/35 B60K 41/00 - 41/28 Front page continued (58) Fields surveyed (Int.Cl. 7 , DB name) F16D 48/00-48/02 F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63 / 48 B60K 17/34-17/35 B60K 41/00-41/28
Claims (2)
などの、入力トルクを代表する測定値と、あらかじめ決
定したクラッチの摩擦係数とに基づいて、クラッチの締
結に必要なクラッチ締結油圧を演算する自動変速機の制
御装置において、 上記演算されたクラッチ締結油圧（Ｐc1）を、暫定値と
して、このときのクラッチの面圧を求めるとともに、ク
ラッチの面圧が高くなるほど摩擦係数が小さくなるとい
う関係に基づいて、上記クラッチの摩擦係数を補正し、
補正した摩擦係数（μ）を用いて補正クラッチ締結油圧
（Ｐc2）を求めること、 を特徴とする自動変速機の制御装置。1. A clutch engagement hydraulic pressure required for engaging the clutch is calculated based on a measured value representing an input torque such as a fuel injection amount and a torque from a torque sensor and a predetermined friction coefficient of the clutch. In the control device of the automatic transmission, the calculated clutch engagement hydraulic pressure (Pc1) is used as a provisional value to obtain the clutch surface pressure at this time, and
The friction coefficient of the clutch is corrected based on the relationship that the friction coefficient decreases as the surface pressure of the latch increases .
A control device for an automatic transmission, characterized in that a corrected clutch engagement hydraulic pressure (Pc2) is obtained using a corrected friction coefficient (μ).
暫定クラッチ締結油圧（Ｐc1）からの油圧変化速度（Ｐ
cc）が、あらかじめ決定した制限油圧変化速度（Ｐs ）
よりも大きい場合には、上記暫定クラッチ締結油圧（Ｐ
c1）に制限油圧変化速度（Ｐs ）と対応する油圧を加算
したものを補正クラッチ締結油圧（Ｐc2）とすること、 を特徴とする請求項１記載の自動変速機の制御装置。2. The correction clutch engagement hydraulic pressure (Pc2),
Hydraulic pressure change speed (Pc1) from provisional clutch engagement hydraulic pressure (Pc1)
cc) is a predetermined limit hydraulic pressure change speed (Ps)
If it is larger than the above, the provisional clutch engagement hydraulic pressure (P
The control device for an automatic transmission according to claim 1, wherein a correction clutch engagement hydraulic pressure (Pc2) is obtained by adding a hydraulic pressure corresponding to the limited hydraulic pressure change speed (Ps) to c1).
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28962295A JP3532679B2 (en) | 1995-11-08 | 1995-11-08 | Control device for automatic transmission |
| US08/746,333 US5752592A (en) | 1995-11-08 | 1996-11-08 | Method of controlling hydraulic pressure for engaging clutch in automatic transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28962295A JP3532679B2 (en) | 1995-11-08 | 1995-11-08 | Control device for automatic transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH09133160A JPH09133160A (en) | 1997-05-20 |
| JP3532679B2 true JP3532679B2 (en) | 2004-05-31 |
Family
ID=17745625
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP28962295A Expired - Fee Related JP3532679B2 (en) | 1995-11-08 | 1995-11-08 | Control device for automatic transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3532679B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007105404A1 (en) | 2006-03-10 | 2007-09-20 | Fujifilm Corporation | Photosensitive composition, optical recording medium and method for manufacturing same, optical recording method, and optical recording apparatus |
| WO2007116565A1 (en) | 2006-03-31 | 2007-10-18 | Fujifilm Corporation | Method and equipment for processing optical recording medium, and optical recorder/reproducer |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA2354837C (en) * | 2000-08-11 | 2005-01-04 | Honda Giken Kogyo Kabushiki Kaisha | Simulator for automatic vehicle transmission controllers |
| KR100906905B1 (en) * | 2008-03-21 | 2009-07-08 | 현대자동차주식회사 | Clutch Learning Control Method for Hybrid Vehicles |
-
1995
- 1995-11-08 JP JP28962295A patent/JP3532679B2/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007105404A1 (en) | 2006-03-10 | 2007-09-20 | Fujifilm Corporation | Photosensitive composition, optical recording medium and method for manufacturing same, optical recording method, and optical recording apparatus |
| WO2007116565A1 (en) | 2006-03-31 | 2007-10-18 | Fujifilm Corporation | Method and equipment for processing optical recording medium, and optical recorder/reproducer |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH09133160A (en) | 1997-05-20 |
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