JPH02107860A - Speed change controller for electronic control type automatic transmission - Google Patents

Abstract

PURPOSE:To perform correct speed change control by providing a teeth number ratio updating means using the teeth number ratio calculated by a teeth number ratio learning means as the true teeth number ratio to update the teeth number ratio when the teeth number ratio calculated by the teeth number ratio learning means is different from the stored teeth number ratio. CONSTITUTION:When a car is judged to be in the ordinary running stage by an electronic controller 90, the teeth number ratio of a speed change gear train is calculated by a teeth number ratio learning means based on the input shaft rotating speed detected by an input shaft rotating speed sensor 98 and the ring gear rotating speed detected by an output side rotating speed sensor 100, if the teeth number ratio calculated by the teeth number ratio learning means differs from the previously stored teeth number ratio, the teeth number ratio calculated by the teeth number ratio learning means is used as the true teeth number ratio by a teeth number ratio updating means to update the teeth number ratio. Even if the initially set memory of the teeth number ratio is wrong, it is automatically updated to a correct one, the output shaft rotating speed is correctly calculated, and speed change control is correctly performed.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a speed change control device for an electronically controlled automatic transmission used in vehicles such as automobiles, and in particular, the present invention relates to a speed change control device for an electronically controlled automatic transmission used in vehicles such as automobiles. This relates to a type of speed change control device that uses numbers.

[Prior Art] In an automatic transmission for a vehicle, it has already been considered to find out the progress of the gear change by comparing the input shaft rotation speed and the output shaft rotation speed of the transmission device, and to perform the gear change control based on this. There is.

In this case, the input shaft rotational speed is found by directly detecting the rotational speed of the input shaft of the transmission or a rotating member integrated with it using a rotational speed sensor, but the output shaft rotational speed is determined by installing a rotational speed sensor. Due to space constraints, the number of revolutions of the cutting shaft is not directly detected, but the number of revolutions after shifting by a transmission gear train or differential device for output transmission which is drivingly connected to the output gear is detected by a number of revolutions sensor. It has already been considered to calculate the output shaft rotation speed by calculating the rotation speed and the gear ratio of the speed change gear train or differential device for output transmission. has been done.

In the above-mentioned transmission, the gear ratio of a transmission gear train such as an output transmission transmission gear train or a differential gear is stored in advance in the transmission control device.

[Problem 8 to be solved by the invention] In the transmission control device as described above, the gear ratio of the gear transmission train may be stored as a correct value indicating the actual gear ratio of the transmission gear train. However, if this value is stored as an incorrect value, the output shaft rotational speed will not be calculated correctly, which will cause appropriate gear change control to not be performed. In particular, the gear ratio of a differential device (differential ratio) varies depending on the type of internal combustion engine to which it is applied and the specifications of various vehicles, even if the gear ratio of the automatic transmission is the same. Therefore, if the actual differential ratio and the differential ratio stored in the speed change control device are different, accurate speed change control will not be performed.

For example, when downshifting from fourth gear to second gear via third gear, the second gear is shifted to third gear where the input shaft rotation speed is calculated from the output shaft rotation speed. If the shift control device stores a differential ratio that is smaller than the actual differential ratio, the rotation speed will be lower than the true third gear synchronous rotation speed. When the third gear synchronization condition is determined, the shift to the second gear will start earlier than the appropriate value, and in the opposite case, the start of the shift to the second gear will be delayed. Become.

The present invention is designed so that even if there is an error in the initially set gear ratio of the transmission gear train, this is automatically updated to the correct one, and the output shaft rotational speed is found correctly, so that correct transmission control is performed. The purpose of the present invention is to provide a speed change control device that performs the following steps.

[Means for Solving the Problems] According to the present invention, the above object is to provide an input shaft rotation speed detection means for detecting the input shaft rotation speed, and a transmission gear train drive-coupled with an output gear of an automatic transmission. and an output side rotation speed detection means for detecting the rotation speed after shifting by the output side rotation speed detection means, and output by calculating the rotation speed detected by the output side rotation speed detection means and the stored gear train tooth number ratio. Calculate the shaft rotation speed,
In a shift control device of an electronically controlled automatic transmission that performs shift control using the output shaft rotation speed and the input shaft rotation speed detected by the input shaft rotation speed detecting means, steady running outside of the intermediate shift amount is performed. a steady running state determining means for detecting whether or not the vehicle is in the vehicle;
When the steady running state determination means determines that the steady running state is present, the speed is changed based on the input shaft rotational speed detected by the input shaft rotational speed detection means and the rotational speed detected by the output side rotational speed detection means. A tooth ratio learning means that calculates the tooth ratio of the gear train, and when the tooth ratio calculated by the tooth ratio learning means and the stored tooth ratio are different, the tooth ratio is calculated. This is achieved by a speed change control device having a tooth ratio updating means that updates the tooth ratio by using the tooth ratio calculated by the learning means as the true tooth ratio.

[Operations and Effects of the Invention] According to the above configuration, the input shaft rotation speed detected by the input shaft rotation speed detection means, the rotation speed after shifting by the transmission gear train detected by the output side rotation speed detection means, and the rotation speed detected by the output side rotation speed detection means. From this, the gear ratio (transmission ratio) of the transmission gear train is calculated, and the absolutely correct gear ratio is found, and the memorized gear ratio is different from this correct gear ratio. In this case, the tooth ratio is automatically updated to the correct one. As a result, even if the initial setting memory for the tooth ratio is incorrect, it will be automatically updated to the correct one, and the output shaft rotation speed will be calculated correctly, and the output shaft rotation speed and input shaft rotation speed will be The speed change control performed using this system will now be performed correctly.

[Example] The present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 shows one embodiment of a speed change control device according to the present invention. In Fig. 1, 10 indicates the first sun gear, 12
14 is a first planetary pinion that meshes with the first sun gear 10 and the first ring gear 12; 16 is a first carrier rotatably supporting the first planetary pinion 14; , 20 is a second sun gear, 22 is a second ring gear concentric with the second sun gear 20, 24 is a second planetary binion that meshes with the second sun gear 20 and the second ring gear 22, and 26 is a second planetary gear. A second carrier rotatably carrying a binion 24 is shown in each case. The first ring gear 12 is connected to the second carrier 26 by a connecting element 30, and the first carrier 16 is connected to the second ring gear 22 by a connecting element 32.

Note that the simple planetary gear mechanism constituted by the first sun gear 10, the first ring gear 12, the first planetary pinion 14, and the first carrier 16 will be referred to as a first row planetary gear mechanism, and the second sun gear 20 and A simple planetary gear mechanism constituted by the second ring gear 22, second planetary pinion 24, and second carrier 26 is referred to as a second row planetary gear mechanism.

A first carrier 16 and a second ring gear 22 connected to the first carrier 16 by a connecting element 32 and a housing 5
0, a first one-way clutch 34 and a second one-way clutch 36 are provided in series with each other. In this case, the first one-way clutch 34 is connected to the first carrier 1
6, and a second one-way clutch 36 is provided on the housing 50 side. More specifically, the first one-way clutch 34 is connected to the first carrier 16 through its inner race 34a, and its outer race 34b is connected to the inner race 36a of the second one-way clutch 36 through the connecting member 31. Outer race 36b is connected to housing 50.

The second carrier 26 is connected to the output gear 54 so that it always acts as an output member.

The first one-way clutch 34 is in an engaged state when the outer race 34b is about to rotate beyond the rotational speed of the inner race 34a during engine drive, and is in a slipping state when it is the opposite, and the second one-way clutch 36 is in an engaged state when the inner race 36a is reversed with respect to the outer race 36b during engine drive, and is in a sliding state when the inner race 36a is reversed to the outer race 36b.

A first clutch 38 is provided between the second sun gear 20 and the input shaft 52 to selectively connect the two to each other.

A second clutch 40 is provided between the first carrier 16 and the input shaft 52 to selectively connect the two to each other.

A third clutch 42 is provided between the first sun gear 10 and the input shaft 52 to selectively connect the two to each other.

A fourth clutch 44 is provided between the first sun gear 10 and the connecting member 31 to selectively connect the two to each other. A fourth clutch 44 is provided between the connecting member 31 and the housing 5o.
A first brake 46 is provided for selectively securing the housing 50 to the housing 50.

A second brake 48 is provided between the second ring gear 22 and the housing 5o to selectively fix the second ring gear 22 to the housing 5o.

The manner in which the first gear, second gear, third gear (directly coupled gear), fourth gear (increasing gear), and reverse gear are achieved by the planetary gear type transmission configured as described above is as follows. As shown in Table 1 and Figure 2. In Table 1 and Figure 2, the O mark indicates that the relevant clutch, brake, or one-way clutch is engaged in the engine drive state, and (0) in Table 1 indicates that the relevant clutch, brake, or one-way clutch is engaged in the engine drive state. If the brake is engaged, this indicates that engine braking can be applied at that gear.

Table 2 Second speed stage ((1+ρ2)/ρ2) (1/ The ratio of the number of teeth of the first sun gear 10 to the number of teeth of the first ring gear 12 is ρ1, and the ratio of the number of teeth of the second sun gear 20 to the number of teeth of the second ring gear 22 is When the ratio of the number of teeth is ρ2, the gear ratio of each gear stage is as shown in Table 2.

First clutch 38, second clutch 40, third clutch 4
2. The fourth clutch 44, the first brake 46, and the second brake 48 are each hydraulically operated clutches or brakes, and are engaged when hydraulic pressure is supplied to their respective oil chambers. It is designed to be released by being discharged. Hydraulic pressure is supplied to and discharged from these oil chambers by a hydraulic control device 80.

Although not shown in the figure, the hydraulic control device 80 includes a line hydraulic control valve, various shift valves, and three solenoid valves, namely a first solenoid valve 82 and a second solenoid valve 84.
It has a third solenoid valve 86. First solenoid valve 82, second solenoid valve 84, and third solenoid valve 86
By selectively energizing each valve, it opens or closes the valve, switches the shift valve, switches the lock-up relay valve for controlling the lock-up clutch of the hydraulic torque converter (not shown), and prohibits gear shifting. It is designed to switch the reverse inhibit valve for control, and by energizing in the combination indicated by O in Fig. 2, the gears can be shifted from the first gear to the fourth gear. Engagement control of the lock-up clutch and reverse gear prohibition control are performed.

If a detailed explanation of the hydraulic control device 80 is required, please refer to the patent application filed in 1983 by the same applicant as the present applicant.
Please refer to the specification and drawings of No. 192965.

Electricity control for the first solenoid valve 82, the second solenoid valve 84, and the third solenoid valve 86 is performed by an electronic control device 90.

A gear 58 provided on an intermediate shaft 56 meshes with the output gear 54 of the automatic transmission, and another gear 60 provided on the intermediate shaft 56 meshes with a ring gear 64 of a differential device 62.

The differential device 62 includes a differential case 66 integrated with a ring gear 64, a pair of pinion gears 68 rotatably supported by the differential case 66, and left and right side gears 70 and 72 meshed with the pair of pinion gears 68, respectively. The side gear 72 is connected to a right wheel drive shaft 74, and the side gear 72 is connected to a left wheel drive shaft 76.

The electronic control device 90 includes a microcomputer with a boat fishing structure, and receives information regarding the vehicle speed from a vehicle speed sensor 92, information regarding the throttle opening as engine output information, and information regarding the manual shift position from a manual shift position sensor 96. , information regarding the rotation speed of the input shaft 52 from the input shaft rotation speed sensor 98 and information regarding the rotation speed of the ring gear 94 of the differential device 92 from the output side rotation speed sensor 100, respectively;
According to this information, the energization of the first solenoid valve 82, the second solenoid valve 84, and the third solenoid valve 86 is individually controlled to perform speed change control.

The electronic control device 90 stores in advance the gear ratio (speed ratio) of the speed change gear train between the output gear 54 of the automatic transmission and the ring gear 64 of the differential device 62, and stores this speed ratio and the output side rotation speed sensor in advance. The output shaft rotation speed is calculated by calculating the rotation speed of the ring gear 64 detected by the output shaft rotation speed 100, and the shift timing control is performed by comparing the output shaft rotation speed and the input shaft rotation speed.

The electronic control device 90 includes a steady running state determining means for detecting whether or not the steady running state is outside the intermediate speed range, and an input shaft rotational speed when the steady running state is determined by the steady running state determining means. A gear ratio learning means for calculating the gear ratio of the above-mentioned transmission gear train based on the input shaft rotation speed detected by the sensor 98 and the ring gear rotation speed detected by the output side rotation speed sensor 100; and a gear ratio learning means. If the tooth number ratio calculated by the method and the tooth number ratio stored in advance are different from each other, the tooth number ratio calculated by the above-mentioned tooth number ratio learning means is set as the true tooth number ratio. and a tooth ratio updating means for updating the number of teeth.

FIG. 3 shows a tooth ratio update routine of the transmission control device according to the present invention.

In step 100, it is determined whether a flag F indicating that the tooth ratio has been updated by learning control is 0 or not. When it is F-1, learning control has not been performed yet, and in this case, the process advances to step 102.

In step 102, it is determined whether or not gears are being changed. This determination is performed by the steady-state determination means, and step 104 is performed for learning control only when the gears are not being changed.
Proceed to.

In step 104, the output side rotation speed sensor 1 is set to a coefficient determined by the input shaft rotation speed NIn detected by the input shaft rotation speed sensor 98 and the gear ratio in the gear position at that time.
Nout detected by 00 is used to calculate the learned tooth number ratio LRdlf'r by performing calculation according to the following formula.

L Rdlfr-N in/kaN out Next to step 104, proceed to step 106;
In this step, it is determined whether or not the tooth number ratio RdHf' and the learned tooth number ratio LRdlf'f, which are stored in advance in the storage means of the electronic control device, are equal to each other. Rdifr-L R
dlf'f' means that the tooth ratio memorized up to now is the correct tooth ratio, and in this case the process advances to step 110; otherwise, the memorized tooth ratio Rdif'[' has been learned. If the tooth ratio is different from LRdirf, the process advances to step 108 to update the tooth ratio.

In step 108, the stored tooth number ratio Rdift' is rewritten, that is, updated, using the learned tooth number ratio LRdIJT as the true tooth number ratio. After step 108, the process proceeds to step 110.

In step 110, flag F is set to 1 to indicate that learning control has been performed.

As a result, in the transmission control device according to the present invention, the gear ratio is controlled by learning, and even if it is stored as an incorrect value, it is automatically corrected to the correct value.

[Brief explanation of the drawing]

Fig. 1 is a schematic configuration diagram showing one embodiment of the shift control device for an electronically controlled automatic transmission according to the present invention, and Fig. 2 shows the engagement combination of the clutch and brake and the energization of the solenoid valve at each gear stage. FIG. 3 is a flowchart showing a tooth ratio update routine in the transmission control device according to the present invention. 10...first sangya, 12...first ring gear. 14... First planetary pinion, 16... First carrier, 20... Second sun gear, 22... Second ring gear, 24... Second planetary pinion, 26...
・Second carrier, 30.32... Connecting element, 34...
- First one-way clutch, 36... Second one-way clutch, 38... First clutch, 40... Second clutch. 42...Third clutch, 44...Fourth clutch, 4
6...First brake, 48...Second brake, 50
...Housing, 52...Input shaft, 54...Output gear, 56...Intermediate shaft, 58.60...Gear, 62
...Differential device, 64...Ring gear, 66...Differential case, 68...Pinion gear, 70.72...Side gear, 74...
Right wheel drive shaft, 76...Left wheel drive shaft, 80...
・Hydraulic control device, 82...first solenoid valve, 84・
...Second solenoid valve. 83...Third solenoid valve, 90...Electronic control device. 92... Vehicle speed sensor, 94... Throttle opening sensor. 96...Manual shift position sensor, 98...
...Input shaft rotation speed sensor, 100...Output side rotation speed sensor

Claims (1)

[Claims] The apparatus includes an input shaft rotation speed detection means for detecting the input shaft rotation speed, and an output side rotation speed detection means for detecting the rotation speed after shifting by a transmission train drive-coupled with the output gear of the automatic transmission. The output shaft rotation speed is calculated by calculating the rotation speed detected by the output side rotation speed detection means and the stored gear train tooth ratio, and the output shaft rotation speed and the input shaft rotation speed detection means are used to calculate the output shaft rotation speed. In a shift control device for an electronically controlled automatic transmission that performs shift control using the detected input shaft rotation speed, a steady running state determining means detects whether or not the vehicle is running in a steady state other than during shifting. When the steady running state is determined by the steady running state determining means, the input shaft rotational speed detected by the input shaft rotational speed detection means and the rotational speed detected by the output side rotational speed detection means are used. A gear ratio learning means for calculating the gear ratio of the transmission gear train, and when the gear ratio calculated by the gear ratio learning means and the stored gear ratio are different, the gear ratio is calculated by the gear ratio learning means. A speed change control device comprising a tooth ratio updating means for updating the tooth ratio by using the tooth ratio calculated by the ratio learning means as the true tooth ratio.