JP6187220B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a control device for an automatic transmission, and more particularly to a control device for an automatic transmission that performs clutch-to-clutch shift.

  In an automatic transmission in which a plurality of shift stages different depending on the operating states of a plurality of friction engagement elements are established, control for releasing the friction engagement elements on the release side at the time of shifting to at least a specific shift stage and the engagement side Some perform a clutch-to-clutch shift (also referred to as a grabbing shift) that simultaneously executes control to engage the friction engagement elements.

  In addition, in an automatic transmission that performs clutch-to-clutch shift, the engagement-side friction engagement element and the release-side friction are ensured in order to ensure good responsiveness to an operation input such as a driver's acceleration request while avoiding a shift shock. Control devices that control the switching timing of engagement elements, balance of transmission torque, and the like are known.

  As a control device for such an automatic transmission, for example, the input shaft torque of the transmission mechanism is estimated and calculated, and the engagement pressures of the friction engagement elements on the disengagement side and the engagement side are adjusted so that the transmission torque capacity matches the estimated value. While learning, a learning value for correcting the estimated value is calculated from the target value of the input shaft rotational speed (change in engine rotational speed) during shifting and the actual value of the input shaft rotational speed that should follow the target value. Then, there is one that improves the control accuracy of the transmission torque capacity (see, for example, Patent Document 1).

  A calculation module including a map and a mathematical reference model generates a request signal that temporally fluctuates the clutch transmission torque and the engine torque according to the accelerator pedal operation, and controls the engine in a state in which these are controlled to an intermediate torque value. From the point in time when the angular acceleration difference between the drive shaft on the side and the transmission input shaft decreases to a threshold value, there is one that synchronizes the drive shaft and the transmission input shaft while compensating for the inertia variation due to the shift by engine torque control ( For example, see Patent Document 2).

JP 2001-221334 A JP 2007-001567 A

  However, in the conventional automatic transmission control device as described above, when constructing a mathematical model for calculating an output parameter for determining clutch transmission torque, for example, a step (abrupt change) in output shaft torque or Individual factors such as variations in machine differences among automatic transmissions were not considered.

  For this reason, the characteristics identified when the mathematical model was constructed differed from the factors that were not taken into account due to individual factors that were not taken into account, and the shift characteristics of the actual automatic transmission differed. In some cases, there was a situation (temporary lack of acceleration, etc.).

  In order to suppress such unconsidered events, there is a problem that the mathematical model becomes very complicated when the individual factors are considered in the mathematical model.

  In addition, when there are many state quantities to be taken into consideration in the system configuration of the automatic transmission, there is a problem that it is practically difficult to construct a mathematical model in consideration of the individual factors for all the shift patterns. .

  Therefore, the present invention provides a control device for an automatic transmission that can effectively suppress the occurrence of an event that is not considered at the time of shifting due to a factor that cannot be considered in the mathematical model without excessively increasing the requirements to be considered in the mathematical model. The purpose is to provide.

In order to achieve the above object, an automatic transmission control apparatus according to the present invention is an automatic transmission control apparatus that performs clutch-to-clutch shift, and an output parameter that determines clutch transmission torque corresponds to a predetermined shift characteristic. A mathematical model calculation unit that calculates using a mathematical model, and a fitness value calculation unit that calculates a fitness value for adjusting the calculated value of the output parameter , wherein the mathematical model calculation unit includes a plurality of input parameter values. The value of the output parameter is calculated based on the parameter, and the adaptive value calculation unit is caused by a variation factor outside the shift characteristic in each shift state specified by some specific input parameters among the plurality of input parameters. limiting the variation of said output parameter, and calculates the adaptive value of the equivalent permissible limit value of the clutch transmission torque, calculated by the mathematical model calculating unit Relative values of the output parameter, characterized in that it is a guard process using the adapted value of the output parameter calculated by the adaptation value calculation unit.

  With this configuration, in the automatic transmission control device according to the present invention, even if the value of the output parameter calculated by the mathematical model calculation unit is an inappropriate value due to individual factors not considered by the mathematical model calculation unit, The value of the output parameter calculated by the mathematical model calculation unit is subjected to guard processing based on the output value of the output parameter calculated by the fitness value calculation unit. Therefore, the automatic transmission control device can effectively suppress the occurrence of an event that is not taken into account at the time of a shift due to a factor that cannot be taken into account in the mathematical model without excessively increasing the requirements considered in the mathematical model.

  According to the present invention, there is provided a control device for an automatic transmission that can effectively suppress the occurrence of an event that is not taken into account at the time of a shift due to a factor that cannot be taken into account in the mathematical model without excessively increasing the requirements taken into account in the mathematical model. Can be provided.

1 is a schematic configuration diagram of a vehicle with an automatic transmission that includes a control device for an automatic transmission according to a first embodiment of the present invention. 1 is a skeleton diagram showing a schematic configuration of a hybrid travel drive apparatus including an automatic transmission according to a first embodiment of the present invention. It is a block diagram which shows the principal part schematic structure of the control apparatus of the automatic transmission which concerns on 1st Embodiment of this invention. It is a block diagram which shows the principal part schematic structure of the control apparatus of the automatic transmission which concerns on 2nd Embodiment of this invention.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
1 to 3 show a schematic configuration of a control device for an automatic transmission according to a first embodiment of the present invention.

  First, the configuration will be described.

  As shown in FIG. 1, a hybrid vehicle 1 equipped with an automatic transmission control device according to this embodiment includes an engine 10 that is an internal combustion engine and a motor generator (hereinafter simply referred to as a motor) MG1 that is an electric motor that can generate electric power. , MG2 and a hybrid drive device 20 for driving driving. The hybrid vehicle 1 further includes an automatic transmission 50 that automatically shifts and outputs the rotational power input from the hybrid drive device 20 in accordance with an operation state such as the vehicle speed of the vehicle 1 or a requested operation input such as an accelerator operation from a driver. And a known differential device 80 and a control unit 100 that integrally controls the hybrid drive device 20 and the automatic transmission 50.

  The hybrid drive device 20 can generate a driving force for driving the hybrid vehicle 1 according to the rotational power output from at least one of the engine 10 and the motors MG1, MG2.

  The engine 10 is a multi-cylinder internal combustion engine, for example, a 4-cycle gasoline engine. The motors MG1 and MG2 are housed in a transmission case 5 (not shown in detail), and the transmission case 5 is fastened to the engine 10.

  Each of the motors MG1 and MG2 is configured as, for example, a permanent magnet synchronous generator motor, and functions as an electric motor that converts supplied electric power into rotating power and outputs the electric power, and a generator that converts input rotating power into electric power and outputs the electric power It has both functions. The motor MG1 is mainly used as a generator, and the motor MG2 is mainly used as an electric motor.

  The hybrid drive device 20 is configured to input the rotational power output from at least one of the engine 10 and the motors MG1 and MG2 to the automatic transmission 50 via the power split and integration mechanism 40.

  As shown in FIG. 2, the power split and integration mechanism 40 is constituted by, for example, a planetary gear mechanism that inputs power from the engine 10 to the carrier CA0 via the damper D, and is supported by the carrier CA0 so as to be able to rotate and revolve. The plurality of pinions P0 are engaged with the external gear sun gear S0 and the internal gear ring gear R0. Further, the rotor MG1R of the motor MG1 is connected to the sun gear S0, and the rotor MG2R of the motor MG2 is connected to the ring gear R0.

  The power split and integration mechanism 40 divides the rotational power input from the engine 10 into the carrier CA0 into power for driving and power generation, or from any one or more of the engine 10 and the motors MG1 and MG2. It has a function to integrate and output the motor output.

  The automatic transmission 50 includes a transmission input shaft 51, a transmission mechanism 52 that can change the rotational power input to the transmission input shaft 51, and a transmission that outputs rotational power shifted by the transmission mechanism 52. An output shaft 53, a hydraulic control device 54 that controls the gear ratio (shift speed) in the transmission mechanism 52 in multiple stages according to the operating states of a plurality of hydraulic friction engagement elements (clutch and brake), and a transmission input shaft And an oil pump 55 (see FIG. 1) driven by 51.

  Specifically, the speed change mechanism 52 includes, for example, a brake B1, B2, clutches C1, C2, C3, a one-way clutch F1, planetary gears G1, G2, and a rotating element M1, as shown in a skeleton diagram in FIG. , M2, M3, and the like.

  A rotating element M3 is connected to the sun gear S1 of the planetary gear G1, a carrier CA2 of the planetary gear G2 is connected to the ring gear R1 of the planetary gear G1, and the carrier CA1 that supports the plurality of pinions P1 of the planetary gear G1 is capable of rotating and revolving. Element M2 is connected together. A rotating element M1 is connected to the sun gear S2 of the planetary gear G2, a rotating element M2 is connected to the ring gear R2 of the planetary gear G2, and a shift is made to the carrier CA2 that supports the plurality of pinions P2 of the planetary gear G2 so as to be able to rotate and revolve. A machine output shaft 53 is connected.

  The rotational power input to the transmission input shaft 51 is selectively input to any one or two of the three rotational elements M1 to M3 via the clutches C1 to C3. Then, the rotation direction of the rotation element M2 is limited to one direction by the one-way clutch F1, and the rotation of the rotation elements M2 and M3 is selectively limited by the brakes B1 and B2. Rotational power shifted by one gear ratio is output from the transmission output shaft 53. The output rotation from the transmission output shaft 53 is transmitted to the left and right drive wheels 6L, 6R via the differential device 80.

  The hydraulic control device 54 switches the operating states (engaged state and released state) of the clutches C1, C2, C3 and the brakes B1, B2 with a linear solenoid valve or the like according to the shift speed to be formed by the speed change mechanism 52. Thus, the clutch-to-clutch shift is executed when the shift mechanism 52 shifts to at least a specific shift stage. The hydraulic control device 54 is configured to include a modulator valve that regulates the line hydraulic pressure from the oil pump 55 and a valve that corresponds to a manual valve that is switched according to a driver's selection operation.

  Although the detailed configuration of the hydraulic control device 54 is not illustrated, for example, the clutches C1 to C3 and the brakes that are a plurality of hydraulic friction engagement elements and brakes are generated by output pressures of a plurality of solenoid valves and linear solenoid valves (electromagnetic proportional valves). The hydraulic pressures for B1 and B2 are individually controlled. Such hydraulic control itself is the same as known ones. For example, when one of the solenoid valves is excited in conjunction with the start switch being turned on, the clutch operating hydraulic pressure is controlled, or a linear solenoid valve (electromagnetic The brake hydraulic pressure is controlled according to the output pressure of the proportional valve.

  The gear stage of the speed change mechanism 52 controlled by the hydraulic control device 54 is determined by the control unit 100 according to a shift pattern mainly using the vehicle speed and the throttle opening. Then, the clutches C <b> 1 to C <b> 3 and the brakes B <b> 1 and B <b> 2 in the transmission mechanism 52 are controlled so as to form an optimal shift stage according to the shift pattern determined by the control unit 100.

  As shown in FIG. 1, the control unit 100 includes an accelerator opening sensor 71 that detects the amount of depression of the accelerator pedal 61 of the hybrid vehicle 1 and a throttle opening sensor 72 that detects the opening of the throttle valve 62 of the engine 10. And a water temperature sensor 73 for detecting the temperature of the engine cooling water, an intake air amount sensor 74 for detecting the intake air temperature of the engine 10, and an engine rotation speed sensor 75 capable of detecting a crank rotation angle for each predetermined angle. Has been.

  Further, the control unit 100 includes a brake pedal sensor 76 that detects the amount of depression of the brake pedal 66 of the hybrid vehicle 1 or a depression force applied to the brake pedal 66, and an up / down operation of a shift lever 67 provided in the vehicle interior. A shift position sensor 77 for detection is mounted.

  Further, the control unit 100 includes a rotation speed sensor 78A that detects the rotation speed Nt1 [rpm] of the transmission input shaft 51, a rotation speed sensor 78B that detects the rotation speed Nt2 [rpm] of the transmission output shaft 53, A wheel speed sensor 79 as a vehicle speed sensor for detecting the rotational speed of the drive wheels 6L, 6R is connected.

  The control unit 100 has a computer configuration for controlling the output of the hybrid drive device 20 and controlling the shift of the automatic transmission 50, and includes an HVECU 110, an engine ECU 120, a motor ECU 130, and a transmission control ECU 140. .

  Although the detailed configuration is not illustrated, the control unit 100 includes, for example, a CPU, a ROM, a RAM, and a rewritable nonvolatile memory, an input interface circuit having an A / D converter, and an output interface having a driver and a relay switch. The circuit includes a communication port for performing data communication with other on-vehicle ECUs. The ROM of the control unit 100 and the rewritable nonvolatile memory (hereinafter referred to as “ROM” or the like) store a control program for achieving the functions of a plurality of functional units described later, as well as various maps and settings. Value data and the like are stored.

  The HVECU 110 is an electronic control unit that controls the hybrid drive device 20 and incorporates an integrated control program that operates the engine 10 and the motors MG1 and MG2 that are the prime movers according to the required output. The required output (required power) mentioned here is a required output corresponding to the driver's accelerator pedal operation, but it may take into account the required output required from other travel control functions such as cruise control. Good.

  The HVECU 110 inputs, for example, a required accelerator opening from the accelerator opening sensor 71, a vehicle speed signal from the wheel speed sensor 79, an engine speed signal from the engine speed sensor 75, and the like, for example, from a skid control ECU (not shown). A required value of the driving force division ratio (ratio between the distributed power for driving driving from the engine 10 and the distributed power to the motor MG1 or MG2 when the generator is operated) is input.

  Then, HVECU 110 sets the total output value and driving force division ratio of hybrid drive device 20 corresponding to the required output, and the total output value required for hybrid drive device 20 and the operation of engine 10 and motors MG1 and MG2. A power command value required for the engine 10 and a torque command value required for the motors MG1 and MG2 are calculated so as to match the energy balance with the generated total output value, and the engine power command value and the engine rotation speed command value are calculated. Is output to the engine ECU 120, and an MG torque command value is output to the motor ECU 130.

  The engine ECU 120 has a control program and a map for controlling the output of the engine 10 based on the power command value and various sensor information. This engine ECU, when a power command value is input, displays a throttle opening, a fuel injection time (a fuel injection amount and an injection period) and an ignition timing at which an engine output corresponding to the power command value is obtained, a map and various sensors Calculation is performed based on the information, and control signals are output to an electronic control throttle valve, an injector and an ignition coil (not shown).

  The motor ECU 130 has a control program for controlling the motors MG1 and MG2 via the inverter circuit 131, and the inverter circuit 131 transfers the motors MG1 and MG2 to the stators MG1S and MG2S according to the torque command value from the HVECU 110. Three-phase AC power is supplied. The motor ECU 130 controls the output torque, rotation speed, or generator output of the motors MG1 and MG2 according to the command value from the HVECU 110. Furthermore, when the motor ECU 130 starts the engine 10 with either of the motors MG1 and MG2, the amount of electric power required for the start can be calculated.

  The transmission control ECU 140 generates a signal for controlling a plurality of linear solenoid valves and other valves (hereinafter simply referred to as solenoid valves or the like) in the hydraulic control device 54 in accordance with the shift position, the vehicle speed, the throttle opening, and the like. Shift point control of the transmission mechanism 52 is executed.

  The transmission control ECU 140 also engages a frictional engagement element (hereinafter referred to as the following) that is a part of the clutches C1 to C3 and the brakes B1 and B2 and changes the grip at the time of the gear change at the time of the clutch-to-clutch speed change in the speed change mechanism 52. The transmission torque of the engagement-side clutch) and the release-side friction engagement element (hereinafter simply referred to as the release-side clutch) can be controlled by supply hydraulic pressure control using a corresponding solenoid valve or the like.

  For example, the transmission control ECU 140 estimates the input torque (input shaft torque) of the speed change mechanism 52 in cooperation with the other ECUs 110, 120, 130, etc. of the control unit 100, so that the transmission torque matches the estimated value. The engagement hydraulic pressure of the friction engagement element on the release side and the engagement side is controlled. Then, the transmission control ECU 140 suppresses the shift shock in the transmission mechanism 52 and switches the engagement-side clutch and the release-side clutch in order to ensure good responsiveness to an operation input such as an acceleration request from the driver. And the function of controlling the balance of transmission torque and the like.

  Specifically, the transmission control ECU 140 controls the hydraulic pressure command value of the engagement side clutch mainly based on conventionally known feedforward control, for example, according to a hydraulic pressure command pattern determined at the time of pre-adaptation (for example, JP, 2004-340287, A).

  On the other hand, regarding the hydraulic pressure command value for the release side clutch, the transmission control ECU 140 calculates the engagement side torque capacity based on the hydraulic pressure command value on the engagement side, for example, and then sets the engagement side torque according to the balanced equation of motion. Real-time control is executed by calculating the release-side torque capacity based on the capacity and the input torque, and converting the release-side torque capacity into a release-side hydraulic pressure command value.

  In order to exhibit such a control function, the control unit 100 has a plurality of functional units as shown in a functional block diagram in FIG. 3 as part of the functions of the HVECU 110 and the transmission control ECU 140.

  That is, the control unit 100 includes an accelerator operation information acquisition unit 151, an estimated input torque calculation unit 152, a clutch transmission torque adaptation value calculation unit 153, a shift instruction input determination unit 154, a rotation change rate instruction value calculation unit 155, and a clutch transmission torque calculation. 156, a power balance limit value calculation unit 157, a guard processing unit 158, a hydraulic pressure value calculation unit 159, a solenoid control output unit 160, a conformity presence / absence determination unit 161, and a rotation change rate change instruction value calculation unit 162. .

  The accelerator operation information acquisition unit 151 detects the accelerator opening Pacc based on the detection information of the accelerator opening sensor 71. The accelerator operation information obtaining unit 151 may further obtain an acceleration required change amount f (Pacc) that can be calculated as a function of the accelerator opening degree Pacc.

  The estimated input torque calculation unit 152 is based on the accelerator opening degree Pacc from the accelerator operation information acquisition unit 151 and the like, and the estimated input torque Tin and the rotational speed of the transmission input shaft 51 corresponding to the total output value of the hybrid drive device 20. Nt1 is calculated. Various methods known in the art can be adopted as the estimation calculation method in the estimated input torque calculation unit 152.

  Based on the estimated input torque Tin and the rotational speed Nt1, the clutch transmission torque adaptation value calculation unit 153 refers to a clutch transmission torque adaptation value map created in advance for the release-side clutch CLb that is the hydraulic pressure calculation target. It is a suitable value calculation unit for calculating a suitable value Ttb of the clutch transmission torque corresponding to the input torque Tin and the input rotational speed Nt1 of the mechanism 52. The clutch transmission torque adaptation value map is obtained by changing the input torque Tin and the input rotation speed Nt1 of the transmission mechanism 52 during the adaptation operation of the automatic transmission 50, etc., for the release side clutch CLb related to the clutch-to-clutch shift. This is a map of the matching value of the actual clutch transmission torque under the shift conditions. In addition, the clutch transmission torque conforming value is a value that can specify the allowable limit value of the actual clutch transmission torque in each shift condition (a reference value that can be used in combination with the allowable error to specify the allowable limit value, and an upper limit that indicates the allowable limit. In consideration of the clutch friction coefficient, etc., limit values that cannot be permitted as shift shocks are found and set by adaptation.

  The clutch transmission torque adaptation value calculation unit 153 further functions as a feedforward control unit that performs feedforward control similar to the conventional one in accordance with a hydraulic command pattern determined in advance for the engagement side clutch CLa. The clutch transmission torque command value Tta corresponding to the clutch CLa on the engagement side is output.

  The shift instruction input determination unit 154 determines whether or not a shift instruction signal is generated by the transmission control ECU 140 (whether there is a shift instruction input).

  The rotation change rate instruction value calculation unit 155, when the shift instruction input determination unit 154 determines that there is a shift instruction input, based on a shift condition (shift pattern) instructed by the shift instruction, the engine 10 and the motor MG1, Instruction values Ke, Km1, and Km2 of the rate of change of the rotation speed [rpm] of MG2 are calculated. The rate of change here is the rate of change of the input rotational speed during the shift. Assuming that the shift is completed when the input shaft speed after the shift is reached, the shift time can be set by giving the rate of change of the input speed during the shift, so that the shift progress and the output shaft speed can be set. The shift control using the adaptation map for each shift according to is possible.

  The clutch transmission torque calculation unit 156 first includes the rotation change rate instruction values Ke, Km1, and Km2 from the rotation change rate instruction value calculation unit 155, the estimated input torque Tin and the rotation speed Nt1 from the estimated input torque calculation unit 152, and the above-described values. The output torque required for the engine 10 is calculated based on input parameters such as the power command value of the engine 10 corresponding to the required value of the power split ratio and the torque command values of the motors MG1 and MG2.

  Based on the output torque required for the engine 10, the clutch transmission torque calculation unit 156 generates an equation of motion that represents a balance relationship between the input torque Tin of the transmission mechanism 52, the engagement-side clutch transmission torque, and the release-side clutch transmission torque. An estimated value Tmb of the CLb transmission torque of the disengagement side clutch is calculated using a corresponding mathematical model. That is, the clutch transmission torque calculation unit 156 is a mathematical model calculation unit.

In the equation of motion here, for example, A is the torque ratio between the estimated input torque Tin that is balanced in the shift gear stage (shift ratio) after the shift and the torque capacity T1 of the clutch CLa on the engagement side, and is balanced in the shift stage before the shift. Assuming that the torque ratio between the estimated input torque Tin and the torque capacity T2 of the disengagement side clutch CLb is B, using the correction term C that is appropriately changed based on the actual shift state, (For example, refer to JP 2004-340287 A).
Tin = A · T1 + B · T2 + C (1)
Here, the torque capacities T1 and T2 mean the maximum torque that can be transmitted by the clutches CLa and CLb, which are the corresponding frictional engagement elements, when engaged.

  The clutch transmission torque calculation unit 156 or other equation of motion considering the estimated input torque Tin from the hybrid drive device 20, the angular acceleration of the transmission input shaft 51, the inertia moment of each rotating element of the automatic transmission 50, and the like. It may be used to calculate the clutch transmission torque (see, for example, Japanese Patent Application Laid-Open No. 2007-270924).

  The power balance limit value calculation unit 157 limits the output of each prime mover so as to match the energy balance between the total output value required for the hybrid drive device 20 and the total output value generated by the operation of the engine 10 and the motors MG1 and MG2. Torque limit value is set. This torque limit value is input to the clutch transmission torque calculation unit 156, and for example, the correction term C described above is changed according to the torque limit value.

  The guard processing unit 158 inputs the clutch transmission torque Tmb calculated by the clutch transmission torque calculation unit 156 for the release side clutch CLb and is extracted from the clutch transmission torque adaptation value map by the clutch transmission torque adaptation value calculation unit 153. The clutch transmission torque adaptation value Ttb is input. Then, the guard processing unit 158 converts the estimated clutch transmission torque value Tmb calculated by the mathematical model in the clutch transmission torque calculation unit 156 into the allowable limit value of the actual clutch transmission torque taken in from the clutch transmission torque adaptation value calculation unit 153. Guard processing is performed at the corresponding clutch transmission torque matching value Ttb.

  In this guard process, the estimated value Tmb of the clutch transmission torque calculated by the mathematical model in the clutch transmission torque calculation unit 156 is the allowable limit value of the corresponding actual clutch transmission torque taken in from the clutch transmission torque adaptation value calculation unit 153. When Ttb is exceeded, the value is limited to the clutch transmission torque adaptation value Ttb. For example, it is executed as Min arbitration processing for limiting to the minimum value of torque (for example, absolute value of torque when the drive direction is positive). be able to.

  The hydraulic pressure value calculation unit 159 includes the engagement-side clutch transmission torque command value Tta fetched from the clutch transmission torque adaptation value calculation unit 153, and the required release-side clutch transmission torque after the guard processing by the guard processing unit 158. A clutch corresponding to the required clutch transmission torque based on Tcb and the area and number of friction plates of the engagement-side clutch CLa and the release-side clutch CLb, the return spring force, the effective radius, the friction coefficient, etc. Control hydraulic pressure values Pca and Pcb for CLa and CLb are calculated.

  The solenoid control output unit 160 sets the solenoid valves and the like corresponding to the engagement side clutch CLa and the release side clutch CLb based on the control hydraulic pressure values Pca and Pcb calculated by the hydraulic pressure value calculation unit 159 and the line hydraulic pressure value. A control signal to be controlled, for example, a duty control signal for controlling the linear solenoid valves Sva and Svb, is output to control the clutch transmission torque of the engagement side clutch CLa and the release side clutch CLb to required values.

  The suitability determination unit 161 determines whether or not the guard processing unit 158 has performed a guard process for selecting a clutch transmission torque suitability value.

  When the determination result indicating that the guard processing unit is performed is input from the conformity determination unit 161, the rotation change rate change instruction value calculation unit 162 receives the engine 10 corresponding to the correction amount of the clutch transmission torque by the guard processing and The correction amount of the rotation speed change rate instruction value of the motors MG1 and MG2 is calculated as a rotation change rate change instruction value corresponding to the correction coefficient, and fed back to the rotation change rate instruction value calculation unit 155. This calculation can be performed by, for example, inverse calculation of an arithmetic expression used for calculating clutch transmission torque.

  As described above, in the control unit 100, when the clutch-side clutch transmission torque required by the control unit 100 during the clutch-to-clutch shift is calculated, the clutch transmission torque calculation unit 156 includes a plurality of input parameters Tin. , Nt1, Ke, Km1, Km2, etc., the value of the output parameter Tmb is calculated using a mathematical model. Further, the clutch transmission torque adaptation value calculation unit 153 calculates a clutch transmission torque adaptation value Ttb, which is an adaptation value of the output parameter, based on the values of some specific input parameters Tin and Nt1 among the input parameters. Then, the guard processing unit 158 converts the output parameter Tmb previously calculated by the clutch transmission torque calculation unit 156 using the mathematical model into individual requirements not considered in the calculation by the mathematical model (changes to the allowable limit value). This is a configuration in which a guard process is performed using a clutch transmission torque adaptation value Ttb that takes into consideration specific conditions that can be generated).

  Next, the operation will be described.

  In the control device for an automatic transmission according to the present embodiment configured as described above, at each control cycle of the hybrid drive control in the control unit 100, the required accelerator opening Pacc from the accelerator opening sensor 71 and at that time point. The engine power command value and the MG torque command value are generated based on the sensor information relating to the vehicle speed and other vehicle running conditions, and the output of the hybrid drive device 20 is controlled.

  Further, in the control unit 100 of the present embodiment, clutch hydraulic pressure control as shown in a schematic flow in FIG. 3 is executed at a predetermined cycle corresponding to the control cycle of hybrid drive control, and a clutch-to-clutch shift is requested. When a shift instruction is generated, the operating hydraulic pressures of the engagement-side clutch CLa and the release-side clutch CLb are controlled as described above so that the post-shift stage according to the shift instruction is established within the required shift time. Is done.

  The estimated value Tmb of the clutch transmission torque calculated by the clutch transmission torque calculation unit 156 is an inappropriate output parameter due to some individual factor that is not considered in the calculation using the mathematical model in the clutch transmission torque calculation unit 156. When the value reaches the value, the guard processing unit 158 performs guard processing on the estimated clutch transmission torque value Tmb by the clutch transmission torque adaptation value Ttb calculated by the clutch transmission torque adaptation value calculation unit 153, and then transmits the clutch transmission. Output as torque Tcb.

  Therefore, without excessively increasing the requirements to be considered in the mathematical model of the clutch transmission torque calculation unit 156, an event that is not taken into account at the time of shifting, for example, a shift shock or a so-called hegitation occurs due to factors that cannot be considered in the mathematical model. Can be effectively suppressed.

  When it is determined that there is no shift instruction input by the shift instruction input determination unit 154, or when it is determined that there is no guard processing (Tmb = Tcb) for selecting an appropriate value by the appropriateness determination unit 161, The process in the part list downstream of the determination unit is not executed, and the process for that time is completed.

  As described above, in this embodiment, the mathematical model for calculating the output parameter for controlling the clutch hydraulic pressure related to the clutch-to-clutch shift is considered in the mathematical model without excessively increasing the requirements (input parameters) to be considered. It is possible to provide a control device for a simple automatic transmission having a configuration capable of effectively suppressing the occurrence of an event that is not taken into account during gear shifting due to some specific factors that cannot be performed.

(Second Embodiment)
FIG. 4 shows a schematic configuration of a main part of a control device for an automatic transmission according to the second embodiment of the present invention.

  In this embodiment, the structure of the transmission mechanism 52 and the hydraulic control device 54 of the automatic transmission 50 is the same as that of the first embodiment, but one of the configurations of the control unit 200 related to the hydraulic control at the time of clutch-to-clutch shift. The part is different from the first embodiment. Therefore, for the same or similar configuration as the first embodiment, the reference numerals of the corresponding components of the first embodiment shown in FIG. 1 to FIG. Will be described.

  In the present embodiment, the hybrid vehicle 1 includes a hybrid drive device 20 for driving driving, an automatic transmission 50, a differential device 80, and a control unit 200 that integrally controls the hybrid drive device 20 and the automatic transmission 50. I have.

  The control unit 200 has a plurality of functional blocks as shown in the functional block diagram of FIG. 4 as a part of the functions of the HVECU 110 and the transmission control ECU 140 in order to perform a control function related to hydraulic control during clutch-to-clutch shift. Is configured.

  Specifically, the control unit 200 includes an accelerator operation information acquisition unit 151, an estimated input torque calculation unit 152, a shift instruction input determination unit 154, a rotation change rate instruction value calculation unit 155, a clutch transmission torque calculation unit 156, a power balance limit. A value calculation unit 157 and a solenoid control output unit 160 are provided, and a hydraulic pressure matching value calculation unit 253, a hydraulic pressure value calculation unit 258, a guard processing unit 259, a matching presence / absence determination unit 261, and a rotation change rate change instruction value calculation unit 262 are included. It is configured.

  Based on the estimated input torque Tin and the rotational speed Nt1, the hydraulic pressure adaptive value calculation unit 253 refers to the hydraulic pressure adaptive value map created in advance for the release-side clutch CLb that is the hydraulic pressure calculation target, and inputs the transmission mechanism 52 It is a suitable value calculation unit that calculates a hydraulic pressure compatible value Ptb corresponding to the torque Tin and the input rotational speed Nt1. It should be noted that the hydraulic compliance value map indicates each shift condition in which the input torque Tin and the input rotation speed Nt1 of the transmission mechanism 52 are changed at the time of the adaptation operation of the automatic transmission 50 for the release-side clutch CLb related to the clutch-to-clutch shift. This is a map of the applicable values of the actual clutch operating hydraulic pressure or the actual brake operating hydraulic pressure. Further, the hydraulic pressure conforming value Ptb is a value that can specify the allowable limit value of the actual clutch operating hydraulic pressure in each shift condition (a reference value that can be used in combination with the allowable error, and an upper limit value that indicates the allowable limit). And lower limit value).

  The hydraulic pressure adaptation value calculation unit 253 further includes a function of a feedforward control unit that performs feedforward control similar to the conventional one in accordance with a hydraulic pressure command pattern that is determined in advance for the engagement side clutch CLa. And a torque / hydraulic pressure conversion process is performed on the clutch transmission torque obtained by the feedforward control unit to output a hydraulic pressure command value Pta corresponding to the engagement side clutch CLa.

  The hydraulic pressure value calculation unit 258 includes an estimated value Tmb of the release side clutch transfer torque calculated by the clutch transfer torque calculation unit 156, the area and number of friction plates of the release side clutch CLb, the return spring force, the effective radius, and the friction. Based on the coefficient and the like, a control hydraulic pressure estimated value Pmb of the release side clutch CLb corresponding to the clutch transmission torque estimated value Tmb is calculated.

  The guard processing unit 259 receives the control hydraulic pressure estimated value Pmb obtained by converting the torque / hydraulic pressure by the hydraulic pressure value calculating unit 258 from the clutch transmission torque estimated value Tmb calculated for the release-side clutch CLb, and the hydraulic pressure matching value calculating unit. At 253, the hydraulic pressure adaptation value Ptb extracted from the hydraulic pressure adaptation value map is input. Then, the guard processing unit 259 uses the actual clutch operating oil pressure (or the actual brake operating oil pressure) obtained from the oil pressure adaptive value calculating unit 253, which is the control oil pressure estimated value Pmb from the oil pressure value calculating unit 258 corresponding to the mathematical model calculation result. Guard processing is performed at a hydraulic pressure matching value Ptb corresponding to the allowable limit value.

  In this guard process, the control hydraulic pressure value (estimated value) Pmb, which is calculated by the clutch transmission torque calculation unit 156 using a mathematical model and then subjected to torque / hydraulic conversion by the hydraulic pressure calculation unit 258, is taken in from the hydraulic pressure matching value calculation unit 253. In this case, when the allowable limit value (adapted value) Ptb of the corresponding actual clutch operating oil pressure is exceeded, the oil pressure value Pcb is calculated by limiting the oil pressure value to the adapted value Ptb. Of course, the guard process can be executed as a Min arbitration process in which the minimum value of the oil pressure value is selected and limited to the oil pressure value, as in the first embodiment.

  The suitability determination unit 261 determines whether or not the guard processing unit 259 has performed a guard process for selecting a hydraulic pressure suitability value.

  When the determination result indicating that the guard processing unit is performed is input from the conformity determination unit 261, the rotation change rate change instruction value calculation unit 262 receives the engine 10 corresponding to the correction amount of the clutch transmission torque by the guard processing and The correction amount of the rotation speed change rate instruction value of the motors MG1 and MG2 is calculated as a rotation change rate change instruction value corresponding to the correction coefficient, and fed back to the rotation change rate instruction value calculation unit 155.

  In this way, in the control unit 200, when the operating hydraulic pressures of the engagement side and release side clutches CLa and CLb required by the control unit 200 at the time of clutch-to-clutch shift are calculated, the clutch transmission torque calculation unit 156 includes a plurality of clutch transmission torque calculation units 156. The value of the output parameter Tmb is calculated by a mathematical model based on the values of the input parameters Tin, Nt1, Ke, Km1, Km2, etc. Then, the hydraulic pressure calculation unit 258 performs torque / hydraulic conversion of the value of the output parameter Tmb to the estimated value Pmb of the control hydraulic pressure value.

  Further, the hydraulic pressure adaptation value calculation unit 253 calculates the hydraulic pressure adaptation value Ptb, which is the adaptation value of the output parameter, based on the values of some specific input parameters Tin and Nt1 among the input parameters. Then, after the guard processing unit 259 estimates and calculates using a mathematical model in advance by the clutch transmission torque calculation unit 156, the hydraulic pressure value (output parameter) Pmb subjected to torque / hydraulic conversion is taken into consideration in the calculation using the mathematical model. There is a configuration in which the guard processing is performed using the hydraulic pressure conforming value Ptb that takes into account no individual requirement (a specific condition that can cause a change up to the allowable limit value).

  Also in the present embodiment, as in the first embodiment described above, requirements to be taken into account (input parameters) are excessively increased in a mathematical model for calculating an output parameter for controlling clutch hydraulic pressure related to clutch-to-clutch shift. In addition, it is possible to provide a control device for a simple automatic transmission that can effectively suppress the occurrence of an event that is not taken into account during gear shifting due to some specific factors that cannot be taken into account in the mathematical model.

  In the control device for the automatic transmission according to each of the above-described embodiments, the engagement-side clutch CLa and the release-side clutch CLb related to the clutch-to-clutch shift are each one, Each of the clutch CLa and the release-side clutch CLb may be two or more friction engagement elements. As described above, the engagement-side clutch CLa and the release-side clutch CLb may be brakes.

  Further, as in the first and second embodiments described above, the output parameter for determining the clutch transmission torque may be a clutch transmission torque estimated value Tmb that is a value itself calculated using a mathematical model. May be a clutch operating oil pressure estimated value Pmb obtained by converting torque to oil pressure.

  Further, the clutch transmission torque adaptation value Ttb and the hydraulic pressure adaptation value Ptb may include the influence of variations in parts of the transmission mechanism 52 for each automatic transmission 50 and variations in the parts of the hydraulic control device 54. In addition, since it is set at the stage of adjustment adjustment, it goes without saying that the output parameter takes into account the requirements not taken into account in the calculation of the output parameter by the mathematical model according to the present invention.

  As described above, the present invention is an automatic transmission that can effectively suppress the occurrence of an event that is not considered at the time of shifting due to factors that cannot be considered in the mathematical model without excessively increasing the requirements considered in the mathematical model. A control device can be provided. The present invention as described above is useful for all automatic transmission control devices that perform clutch-to-clutch shifting.

DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle (vehicle), 10 ... Engine (internal combustion engine, prime mover), 20 ... Hybrid drive device (drive power source), 50 ... Automatic transmission, 51 ... Transmission input shaft, 52 ... Transmission mechanism, 54 ... Hydraulic pressure Control device, 71 ... accelerator opening sensor, 75 ... engine rotation speed sensor (crank angle sensor), 77 ... shift position sensor, 78A ... rotation speed sensor (input rotation speed sensor), 78B ... rotation speed sensor (output rotation speed sensor) , 79 ... Wheel speed sensor (vehicle speed sensor), 100 ... Control unit, 110 ... HVECU, 120 ... Engine ECU, 130 ... Motor ECU, 140 ... Transmission control ECU, 151 ... Accelerator operation information acquisition unit, 152 ... Estimated input torque Calculation unit, 153... Clutch transmission torque adaptation value calculation unit (adaptation value calculation unit), 154. Force determination unit, 155 ... rotational change rate instruction value calculation unit, 156 ... clutch transmission torque calculation unit (mathematical model calculation unit), 157 ... power balance limit value calculation unit, 158 ... guard processing unit, 159 ... hydraulic pressure value calculation unit, DESCRIPTION OF SYMBOLS 160 ... Solenoid control output part 161 ... Conformity presence / absence determination part 162 ... Rotation change rate change instruction value calculation part 200 ... Control unit 253 ... Hydraulic pressure appropriate value calculation part (adapted value calculation part), 258 ... Hydraulic pressure value calculation part 259 ... Guard processing unit, 261 ... Compliance presence / absence determination unit, 262 ... Rotation change rate change instruction value calculation unit, CLa ... engagement side clutch (engagement side friction engagement element), CLb ... release side clutch ( Friction engagement element on the release side), Ke, Km1, Km2 ... Rotational change rate instruction value (input parameter), MG1, MG2 ... Motor (motor generator), Nt1 ... Rotational speed (input rotational speed) Input parameter), Nt2 ... rotational speed (output rotational speed), Pca, Pcb ... control hydraulic pressure value, Pmb ... control hydraulic pressure estimated value (output parameter), Ptb ... hydraulic pressure compatible value (compatible value), Tin ... estimated input torque (input) Parameter), Tmb ... Estimated value of clutch transmission torque (output parameter), Ttb ... Clutch transmission torque adaptation value

Claims (1)

A control device for an automatic transmission that performs clutch-to-clutch shifting,
A mathematical model calculation unit for calculating an output parameter for determining clutch transmission torque using a mathematical model corresponding to a predetermined shift characteristic ;
A fitness value calculation unit for calculating a fitness value for adjusting the calculated value of the output parameter ,
The mathematical model calculation unit calculates the value of the output parameter based on a plurality of input parameter values;
The clutch transmission in which the adaptive value calculation unit limits variation in the output parameter due to a variation factor outside the shift characteristic in each shift state specified by some specific input parameters among the plurality of input parameters. Calculate the conforming value corresponding to the allowable limit value of torque ,
A guard process is performed on the value of the output parameter calculated by the mathematical model calculation unit using the fitness value of the output parameter calculated by the fitness value calculation unit. Control device.

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