JP5355164B2 - Control device for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of an automatic transmission, more enhancing followability for an operation of a driver than before. <P>SOLUTION: The control device of the automatic transmission includes a clutch oil pressure control means 1 for executing an idle neutral control. The clutch oil pressure control means 1 executes an in-gear control in the case where the idle neutral control is canceled. In this in-gear control, an oil pressure addition quantity &Delta;P<SB>TT</SB>of a clutch 6a of a start range is calculated in accordance with acceleration detection time T<SB>TH</SB>(STEP22) from the time when detecting an off state of a brake or the time when the idle neutral control is canceled to the time when detecting pedaling of an accelerator pedal and the oil pressure addition quantity &Delta;P<SB>TT</SB>is added to a clutch oil pressure P<SB>O</SB>(STEP26). <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  In the present invention, when the shift range of the automatic transmission is the travel range and the vehicle is stopped, the control for improving the fuel consumption by weakening the engagement force of the clutch and bringing it closer to the neutral state, so-called idle neutral control is executed. The present invention relates to a control device for an automatic transmission.

  Conventionally, when the vehicle is stopped in a state where the shift range of the automatic transmission is in the traveling range, the fluid torque converter is made by approaching the neutral state by weakening the engagement force of the clutch and half-engaging the clutch. There is known a control device for an automatic transmission that executes a control for reducing the load of the engine and reducing the driving torque of the engine to improve the fuel consumption, so-called idle neutral control (see, for example, Patent Document 1).

  By the way, immediately after canceling the idle neutral control and shifting to the in-gear control, the clutch engagement force is weak. At this time, even if the driver tries to start the vehicle suddenly, the engine becomes in an air blown state and the vehicle cannot start suddenly, and the followability (drivability) to the driver's operation may be reduced.

  Therefore, in Patent Document 1, when shifting from the idle neutral control to the in-gear control, the hydraulic pressure addition amount is obtained based on the accelerator opening, and the obtained hydraulic pressure addition amount is added to the clutch control hydraulic pressure. The follow-up performance to the user's operation is improved.

JP-A-11-230327

  In the conventional automatic transmission control device, the hydraulic pressure addition amount is obtained based on the accelerator opening, but the time from when the driver releases the brake pedal to when the accelerator pedal is depressed is not taken into consideration.

  When the driver depresses the accelerator pedal immediately from the brake pedal, the clutch oil pressure control means detects the accelerator opening and then performs the oil pressure correction according to the accelerator opening. There is a risk of slipping with half-engagement.

  In view of the above, an object of the present invention is to provide a control device for an automatic transmission that can further improve the follow-up performance with respect to the operation of the driver as compared with the conventional art.

  In order to achieve the above object, the present invention provides a brake operating state detecting means for detecting an on / off state of a brake, an accelerator opening detecting means for detecting an accelerator depression degree, and a shift range of an automatic transmission. A clutch hydraulic pressure control means for executing idle neutral control for weakening the engagement force of the clutch of the automatic transmission and bringing it closer to the neutral state when the range, the brake is on, the accelerator is off, and a predetermined condition is satisfied; In the control device for an automatic transmission, the clutch hydraulic pressure control unit releases the idle neutral control when the brake operation state detection unit detects that the brake is turned off when the idle neutral control is canceled. Sometimes, the accelerator pedal is depressed by the accelerator opening detecting means. There in accordance with the accelerator detection time to be detected, calculates the hydraulic pressure addition amount of the clutch of the starting stage, characterized by adding the hydraulic addition amount to the clutch control oil pressure at the time of in-gear.

  Generally, when the accelerator detection time from brake-off to accelerator-on is short, the driver often tries to start the vehicle suddenly. On the contrary, when the accelerator detection time is long, the vehicle is often started slowly.

  According to the present invention, since the hydraulic pressure addition amount of the starting stage clutch is calculated according to the accelerator detection time, the clutch control hydraulic pressure at the time of in-gear can be corrected more appropriately than before. Accordingly, it is possible to further improve the followability (driability) to the driver's operation.

In the present invention, the clutch hydraulic pressure addition amount is inversely proportional to the accelerator detection time .

  In this case, the hydraulic pressure addition amount of the starting clutch is calculated in inverse proportion to the accelerator detection time, and the clutch control hydraulic pressure during in-gear is corrected. For this reason, even if the driver depresses the accelerator quickly after releasing the brake according to the operation of the driver, the clutch engagement force can be immediately increased. The followability to the operation can be improved.

  Further, when the driver depresses the accelerator pedal after a while, the amount of hydraulic pressure added to the clutch becomes small, so that the vehicle can start smoothly without causing a shock when the clutch is engaged.

The block diagram which shows embodiment of the control apparatus of the automatic transmission of this invention. The flowchart which shows the action | operation of the clutch hydraulic pressure control means of the control apparatus of the automatic transmission of embodiment. The flowchart which shows the in-gear control process after idle neutral control cancellation | release by the clutch hydraulic control means of embodiment. The graph which shows the action | operation of the control apparatus of the automatic transmission of embodiment.

  An embodiment of a control device for an automatic transmission according to the present invention will be described with reference to the drawings. Referring to FIG. 1, the control device for an automatic transmission according to the embodiment includes a clutch hydraulic pressure control means 1 and a hydraulic circuit 2 each comprising an ECU.

  The clutch hydraulic pressure control means 1 receives a signal from a brake operation state detection means 3 that detects an operation state of a brake pedal (not shown). The clutch hydraulic pressure control means 1 receives a signal from an accelerator opening degree detecting means 4 for detecting the opening degree of an accelerator pedal (not shown). The clutch hydraulic pressure control means 1 receives a signal from a clutch differential rotation detection means 5 that detects a clutch differential rotation that is the difference between the rotational speed on the driving side of the clutch and the rotational speed on the driven side. The clutch hydraulic pressure control means 1 receives other signals such as a shift range signal, a vehicle speed signal, an engine coolant temperature signal, and an automatic transmission oil temperature signal.

  The clutch oil pressure control means 1 obtains the clutch control oil pressure based on the input signal, and controls the hydraulic circuit 2 so that the clutch of the automatic transmission 6 is engaged with the obtained clutch control oil pressure. The clutch hydraulic pressure control means 1 includes a timer 1a.

  Further, the clutch hydraulic pressure control means 1 executes N control condition establishment determination processing for determining whether to execute idle neutral control or in-gear control based on the input signal.

  The N control condition establishment determination process will be described with reference to the flowchart of FIG. First, it is checked whether or not the shift range signal input in STEP 1 is a travel range. If it is not the travel range, the process is terminated as it is. If it is the traveling range, the process proceeds to STEP 2 and it is checked whether or not the signal input from the brake operation state detecting means 3 is brake on indicating that the brake is being depressed.

  If the brake is on, the process proceeds to STEP 4 to check whether or not other conditions (for example, the engine coolant temperature, the automatic transmission oil temperature, the vehicle speed is equal to or lower than a predetermined value, etc.) are satisfied. If the other conditions are satisfied, the process proceeds to STEP 5, and idle neutral control is executed through the hydraulic circuit 2 to half-engage the starting stage clutch 6 a of the automatic transmission 6, and the process ends. If the conditions from STEP 2 to STEP 4 are not satisfied, the process branches to STEP 6 to check whether or not idle neutral control is being executed. If idle neutral control is being executed, the process proceeds to STEP 7 where the hydraulic circuit 2 is turned on. The in-gear control for engaging the starting stage clutch 6a of the automatic transmission 6 is executed, and the process ends. The N control condition establishment determination process is executed in a predetermined time cycle.

  As described above, when any of the conditions of STEP2 to STEP4 is not established during execution of the idle neutral control, the clutch hydraulic pressure control means 1 cancels the idle neutral control and executes the in-gear control at STEP7. The in-gear control in STEP 7 is different from the normal in-gear control executed when the shift lever is switched from the neutral position to the automatic shift position, and will be described in detail with reference to FIGS.

First, the timer 1a is started at STEP11. Then, the process proceeds to STEP 12, allowance compensating pressure _{P 1,} allowance compensating time _{T 1,} shelf pressure _{P 2,} and determines the prepared setting value consisting of the shelf pressure boosting period _{T 2,} and inputs 0 to the flag F. These preparation set values are obtained in advance from a time lag from when the command of the clutch hydraulic pressure control means 1 is output during execution of the idle neutral control to when the clutch 6a actually starts to be engaged, and based on the obtained time lag. It is determined.

That is, actually during the time lag until the clutch 6a starts engagement, sends a signal supplied to the clutch 6a over allowance compensating time T ₁ the allowance compensating pressure P ₁ is relatively high pressure to the hydraulic circuit 2 In fact, the clutch 6a is quickly approached to a state where the clutch 6a starts to be engaged.

Further, actually after the clutch 6a is close to ready to begin fastening sends a signal supplied to the clutch 6a to the hydraulic circuit 2 the shelf pressure P ₂ is relatively low pressure over the shelf pressure boosting period T _2, the clutch The shock associated with the engagement of 6a is prevented from occurring.

Then, the process proceeds to STEP 13, and inputs the allowance compensating pressure _{P 1} as clutch control pressure (hydraulic pressure command value) _{P 0.} Then, the process proceeds to STEP 14, while the clutch control pressure _{P clutch} by adding the hydraulic pressure addition value [Delta] P _TH based on the accelerator opening to _{P 0,} the hydraulic circuit as a hydraulic becomes clutch control pressure _{P clutch} to be supplied to the clutch 2 to send a signal. Since at this stage does not check for a signal from the accelerator opening detection means 4, allowance compensating pressure P ₁ becomes the clutch control pressure P _clutch as it is.

Then, the process proceeds to STEP 15 where the clutch control hydraulic pressure P _clutch is greater than or equal to a preset set value P _END , or when a preset first predetermined time T _END has elapsed since the timer 1a started. This in-gear process is terminated.

If the clutch control hydraulic pressure P _clutch is less than the set value P _END and the predetermined time T _END has not elapsed in STEP 15, the process branches to STEP 21 and an accelerator ON signal is input from the accelerator opening detection means 4. And whether or not the flag F is “0” is checked. When the accelerator on signal is input and the flag F is “0”, the process proceeds to STEP 22 where the current timer 1a time is stored as the accelerator detection time T _TH and the flag F is “1”. And proceed to STEP23. If an accelerator-off signal is input in STEP21, the process proceeds to STEP23.

In STEP 23, whether or not the value of the clutch differential rotation is equal to or less than a preset value N1 based on the signal of the clutch differential rotation Nd input from the clutch differential rotation detection means 5, or the timer 1a sets the first predetermined time T. and shorter than _END checks whether or not the elapsed second predetermined time T _3, which is longer than the shelf pressure boosting period T _2. Has exceeded the clutch differential rotation Nd set value N1, if and not passed the second predetermined time T _3, the process proceeds to STEP 24, checks whether or not the elapsed allowance compensating time T _1.

If it has not passed an invalid filling time T _1, the process proceeds to STEP25, the flag F is checked whether or not "1". When the flag F is “1”, the process proceeds to STEP 26, and the hydraulic pressure addition value ΔP _TT corresponding to the accelerator detection time T _TH is obtained from the table data stored in advance.

In the data stored in the table data, the accelerator detection time T _TH and the hydraulic pressure addition value ΔP _TT have an inversely proportional relationship. In other words, the value of the hydraulic pressure addition value ΔP _TT decreases as the accelerator detection time T _TH increases.

Then, the obtained hydraulic pressure addition value ΔP _TT is added to the current clutch control hydraulic pressure P ₀ to obtain a new clutch control hydraulic pressure P _0, and “2” is input to the flag F. Then, the process proceeds to STEP 14 so that the hydraulic pressure addition value ΔP _TH based on the accelerator opening is added to P ₀ to obtain the clutch control hydraulic pressure P _clutch, and the hydraulic pressure supplied to the clutch 6 a becomes the clutch control hydraulic pressure P _clutch. A signal is transmitted to the hydraulic circuit 2.

If you have passed the allowance compensating time _{T 1} in STEP24 branches to STEP 27, checks whether or not the elapsed shelf pressure boosting period _{T 2.} If not elapsed shelf pressure boosting period _{T 2} are, the process proceeds to STEP 28, and inputs the shelf pressure _{P 2} in the clutch control pressure _{P 0.} Then, the process proceeds to STEP 25 to check whether or not the flag F is “1”.

If you are passed the shelf pressure boosting period _{T 2} in STEP27 branches to STEP 29, the current clutch control pressure _{P 0} by adding the first gradual addition pressure [Delta] P ₃ as a new clutch control pressure _{P 0.} Then, the process proceeds to STEP 25 to check whether or not the flag F is “1”.

In STEP 23, when the clutch rotational difference Nd is equal to or smaller than the set value N1, or if the timer 1a has passed the second predetermined time _{T 3,} the process proceeds to STEP 30, higher pressure than the first gradual addition pressure [Delta] P ₃ A value obtained by adding the second gradually added pressure ΔP ₄ to the current clutch control hydraulic pressure P ₀ is set as a new clutch control hydraulic pressure P ₀ . Then, the process proceeds to STEP 25 to check whether or not the flag F is “1”.

In FIG. 4, the horizontal axis is the time axis. Further, clutch control pressure P ₀ indicates that a higher pressure as positioned upward, indicating that pressure is low enough to position downward. Further, the clutch differential rotation Nd indicates that the difference is larger as it is located upward, and the difference is smaller as it is located below.

Further, in FIG. 4, the clutch control hydraulic pressure P ₀ and the clutch differential rotation N ₀ when the accelerator is not depressed are indicated by solid lines. Further, the clutch control oil pressure P ₀ and the clutch differential rotation Nd when the accelerator detection time T _TH is T _TH 1 are indicated by dotted lines, and the oil pressure addition amount ΔP _TT at this time is indicated by ΔP _TT 1. Further, the clutch control oil pressure P ₀ and the clutch differential rotation N ₀ when the accelerator detection time T _TH is T _TH 2 are indicated by a one-point difference line, and the oil pressure addition amount ΔP _TT at this time is indicated by ΔP _TT 2. Further, the clutch control oil pressure P ₀ and the clutch differential rotation N ₀ when the accelerator detection time T _TH is T _TH 3 are indicated by a two-point difference line, and the oil pressure addition amount ΔP _TT at this time is indicated by ΔP _TT 3.

FIG. 4 shows only on / off of the accelerator, but in actuality, the hydraulic pressure addition value ΔP _TH is added to the clutch control hydraulic pressure P ₀ according to the accelerator opening.

According to the automatic transmission control apparatus of the embodiment, since the hydraulic pressure addition amount ΔP _TT of the start stage clutch 6a is calculated according to the accelerator detection time T _TH , the clutch control hydraulic pressure P ₀ at the time of in-gear is more appropriate than before. Can be corrected. Accordingly, it is possible to further improve the followability (driability) to the driver's operation.

Further, the hydraulic pressure addition amount ΔP _TT of the starting stage clutch 6a is calculated in inverse proportion to the accelerator detection time _TTH, and the clutch control hydraulic pressure at the time of starting is corrected. For this reason, even when the driver depresses the accelerator quickly after releasing the brake according to the operation of the driver, the engagement force of the clutch 6a can be immediately increased, so that the slip of the clutch 6a is suppressed, The followability with respect to the user's operation can be improved.

Further, when the driver depresses the accelerator pedal after a while, the hydraulic pressure addition amount ΔP _TT of the clutch 6a becomes small, and therefore, when the clutch 6a is engaged, the vehicle starts smoothly without generating a shock. be able to.

  In the control device for the automatic transmission according to the embodiment, the in-gear control shown in FIG. 3 is executed after the idle neutral control is released. However, the present invention is not limited to this, and the brake shown in FIG. In-gear control may be executed.

DESCRIPTION OF SYMBOLS 1 ... Clutch oil pressure control means (ECU), 1a ... Timer, 2 ... Hydraulic circuit, 3 ... Brake operation state detection means, 4 ... Accelerator opening degree detection means, 5 ... Clutch differential rotation detection means, 6 ... Automatic transmission, 6a ... Starting stage clutch.

Claims (1)

Brake operating state detecting means for detecting the on or off state of the brake;
An accelerator opening detecting means for detecting an accelerator depression opening;
When the shift range of the automatic transmission is the driving range, the brake is on, the accelerator is off, and the predetermined conditions are met, the idle neutral control is performed to weaken the engagement force of the clutch of the automatic transmission and bring it closer to the neutral state In a control device for an automatic transmission comprising clutch hydraulic pressure control means for
When the clutch hydraulic pressure control means cancels the idle neutral control, the accelerator opening degree is detected from when the brake operation state detecting means detects that the brake is off or when the idle neutral control is canceled. In accordance with the accelerator detection time until the accelerator pedal depression is detected by the means, the hydraulic pressure addition amount of the starting clutch is calculated, and the hydraulic pressure addition amount is added to the clutch control hydraulic pressure during in-gear from idle neutral control. ,
The automatic transmission control device, wherein the clutch hydraulic pressure addition amount is inversely proportional to the accelerator detection time.

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