JPH03288057A - Automatic transmission regulating method - Google Patents

Abstract

PURPOSE:To reset an oil pressure control device to normal by updating a map according to the corresponding relation between the control signal value to solenoid valve and the actual line pressure when line pressure corresponding to vehicle operating conditions cannot be obtained. CONSTITUTION:When degradation, deformation, and the like are generated to a solenoid valve 7 operated according to a duty ratio (control signal) applied from a control unit 8, or each member of a line pressure forming part L, line pressure corresponding to operating conditions such as throttle opening and vehicle speed is not always formed depending on an initially set duty ratio map. At such a time, the duty ratio map is corrected using a duty ratio map correcting device 40 so as to obtain line pressure corresponding to the operating conditions. This duty ratio map correcting device 40 is provided with an oil pressure sensor 41 for detecting line pressure in a line pressure feed passage 2, and a control part 42.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a method of adjusting an automatic transmission in which line pressure is controlled by a solenoid valve.

[Prior Art] Generally, an automatic transmission of a vehicle is provided with a hydraulic control device to operate hydraulic equipment such as a hydraulic clutch.

Oil is supplied from an oil pump to the line pressure supply passage of this hydraulic control device, thereby forming hydraulic pressure, that is, line pressure, for operating each hydraulic device in the line pressure supply passage. For example, in a hydraulic clutch, a clutch transmission capacity (maximum torque without slipping of the hydraulic clutch) is obtained which is approximately proportional to line pressure.

Here, if the line pressure is increased more than necessary, the pump loss will increase, so it is preferable to set the line pressure so that the clutch transmission capacity slightly exceeds the engine torque, but is approximately proportional to it. For this reason, the line pressure is generally controlled according to the throttle opening.

Conventionally, a throttle valve is provided that is mechanically connected to the intake throttle valve and outputs a hydraulic pressure corresponding to the throttle opening, that is, a throttle pressure, and this throttle pressure is introduced into a regulator valve. A proportional line pressure, that is, a line pressure that corresponds to the throttle opening is created.

However, in the above-mentioned conventional hydraulic control device, the throttle opening is introduced to the throttle valve by mechanical means, so adjustment of the correspondence between the throttle opening and the line pressure is performed by the intake throttle valve. Since this is done by adjusting the length of the connecting member that connects the throttle valve and the throttle valve, there is a problem in that the adjustment work is complicated.

Therefore, a hydraulic control device for an automatic transmission has been proposed in which the throttle opening detected by a throttle opening sensor is used as input information and the line pressure is controlled using a solenoid valve (for example, JP-A-59 -11335
(See Publication No. 0). In such a hydraulic control device,
Normally, a solenoid valve generates modulated pressure according to the accelerator opening, and this modulated pressure is introduced into the regulator valve, which generates line pressure proportional to the modulated pressure, that is, line pressure according to the throttle opening. That's what I do.

[Problems to be Solved by the Invention] In the above-mentioned conventional hydraulic control device in which line pressure is controlled by a solenoid valve, it is difficult to obtain line pressure that matches vehicle operating conditions such as throttle opening and vehicle speed. For example, when a duty solenoid valve is used, a map of the operating conditions and duty ratio is stored in the control circuit.

However, the above control method has a problem in that when the solenoid valve or the hydraulic circuit deteriorates over time or becomes deformed due to accidental circumstances, it becomes impossible to obtain a line pressure that matches the operating conditions of the vehicle.

Therefore, a method of feedback control of the line pressure may be considered, but if this method is used, a line pressure detection sensor must be provided in the hydraulic control device, and the control system becomes complicated.

The present invention has been made in view of the above-mentioned conventional problems, and is a hydraulic control system for an automatic transmission in which a line matching the driving conditions of the vehicle cannot be obtained due to deterioration or deformation of the solenoid valve or hydraulic circuit. The purpose is to provide a simple shrine ritual method to restore normality.

[Means for Solving the Problems] In order to achieve the above object, the present invention provides an automatic transmission in which line pressure is controlled by a solenoid valve that operates according to a control signal value applied from a control circuit. ■For automatic transmissions in which the correspondence between vehicle operating conditions and control signal values is stored in advance in the control circuit so that a pressure that matches the vehicle operating conditions can be obtained,
■ Apply a control signal value to the solenoid valve, detect the actual line pressure formed in the automatic transmission according to the control signal value, and ■ Check the control signal value applied to the above solenoid valve and the actual line pressure. and the correspondence relationship between the control signal value and the line pressure, which is the premise of the correspondence relationship between the vehicle operating conditions and the control signal value stored in the control circuit in advance, and If the two correspondences differ, the correspondence between the vehicle operating conditions and the control signal values is updated based on the correspondence between the control signal value applied to the solenoid valve and the actual line pressure. The present invention provides an automatic transmission adjustment method characterized in that the correspondence between vehicle driving conditions and control signal values is stored in a control means.

Note that the solenoid valve here may be a duty solenoid valve or a linear solenoid valve.

[Operations and Effects of the Invention] According to the present invention, in the hydraulic control device for an automatic transmission,
The vehicle is stored in the control circuit according to the correspondence between the control signal value applied to the solenoid valve and the actual line pressure formed thereby when the line pressure matching the vehicle operating conditions is no longer obtained. The hydraulic control device can be returned to normal with a simple adjustment using only software, such as updating the correspondence relationship (map) between operating conditions and control signal values.

In addition, if this adjustment method is used at the time of vehicle shipment, line pressure characteristics can be easily made uniform even if there are variations in quality in terms of hardware of hydraulic control devices for each vehicle.

[Example] Examples of the present invention will be specifically described below.

As shown in FIG. 2, the hydraulic control device SP of the automatic transmission is provided with a line pressure forming section for forming a line pressure according to throttle opening, vehicle speed, and the like.

Oil is supplied from an oil pump l to the line pressure supply passage 2 of the line pressure forming part, and this line pressure supply passage 2
A regulator valve 3, a reducing valve 4, and a modulating valve 5 are used to control the oil pressure in the
and is provided.

The line pressure forming section basically operates according to the throttle opening, vehicle speed, etc. using a solenoid valve 7 and a modulating valve 5 that operate according to the duty ratio (control signal value) applied from the control unit 8. A modulated pressure is generated, and the regulator valve 3 forms a line pressure proportional to the modulated pressure.

The reducing valve 4 takes in line pressure, reduces it, and outputs this low pressure oil pressure to the first oil path 11. The low-pressure oil pressure is introduced into the control boat 13 of the modulating valve 5 through the second oil passage 12, while the low pressure oil is introduced into the control boat 13 of the modulating valve 5 through the third oil passage 14. 2nd human power port 15.
It is also being introduced into IG.

The oil pressure of the control boat 13 is controlled by the solenoid valve 7.
It is now controlled by.

The solenoid valve 7 is opened with a pulse width according to the duty ratio input from the control unit 8, thereby causing oil to leak, and the control boat 1
It is designed to control the hydraulic pressure inside the valve. Here, the duty ratio applied from the control unit 8 to the solenoid valve 7 is set to a value that provides a line pressure that is compatible with vehicle operating conditions such as throttle opening and vehicle speed. The characteristics of the duty ratio with respect to driving conditions (eg, throttle opening, vehicle speed) are mapped, for example, as shown in FIG. 3, and stored in the memory within the control unit 8. In this embodiment, the solenoid valve 7 is a duty solenoid valve, but a linear solenoid valve may also be used.

Then, due to the balance between the oil pressure of the control boat 13 and the biasing force of the spring 19, the first. 2nd output port 17.1
8 changes, thereby causing the first. A modulated pressure corresponding to the throttle opening is output from the second output boat 17, 18 to the modulated pressure introduction passage 21. Note that a damper 20 is provided to suppress vibrations of the modulated pressure.

The regulator valve 3 is provided with a valve housing 24 having a substantially cylindrical space formed therein, and a spool valve 23 is fitted into the space.

The spool valve 23 is biased by a spring 25 in the direction of the modulating pressure introduction boat 22 (leftward in FIG. 2; hereinafter, this direction will be referred to as leftward, and the opposite direction will be referred to as rightward). A modulated pressure introduction boat 22 is provided near the left end of the regulator valve 3 and communicates with the modulated pressure introduction passage 21 .

A feedback boat 27 is provided in a portion to the right of the center of the regulator valve 3. The feed pack boat 27 communicates with the line pressure supply passage 2, so that line pressure is introduced into the feedback boat 27. Hereinafter, the oil pressure inside the feedback boat 27 will be referred to as pilot pressure. Here, the spool valve 23 is biased leftward by pilot pressure.

A drain boat 30 that communicates with the suction side of the oil pump l is provided to the left of the feedback boat 27, and a main boat 26 that communicates with the line pressure supply passage 2 is provided to the left of the drain boat 30. boat 26
A main drain boat 28 is provided immediately to the left of the main drain boat 28. The main drain boat 28 has a torque converter (
(not shown) is connected to a first oil passage 32 that supplies oil.

A first oil boat 35 connected to a manual valve (not shown) via a second oil passage 31 is provided in a portion to the left of the center of the regulator valve 3 . Further, a second oil boat 29 connected to the third oil passage 33 is provided near the right end of the regulator valve 3 .

In the regulator valve 3, the spool valve 23 includes:
The modulated pressure acts to the right, and the biasing force of the spring 25 and the pilot pressure act to the left. The spool valve 23 is located at a position determined by the balance of these three forces. Here, when the modulation pressure increases and the spool valve 23 moves to the right, the opening area of the main drain boat 28 becomes smaller, and therefore the amount of oil leaking from the main boat 26 to the main drain boat 28 decreases. Line pressure increases.

On the other hand, when the throttle modulation pressure becomes low and the spool valve 23 moves to the left, the main drain boat 28
The opening area becomes larger, the amount of oil leaking from the main boat 26 to the main drain boat 28 increases, and the line pressure decreases.

In this way, a line pressure proportional to the modulated pressure is obtained.

By the way, if deterioration or deformation occurs in the solenoid valve 7 or any member of the line pressure forming section, depending on the initially set duty ratio map (see Figure 3), the throttle opening, vehicle speed, etc. A line pressure that is compatible with the operating conditions no longer builds up. Therefore, in such a case, the duty ratio map correction device 40 is used to correct the duty ratio map so that a line pressure suitable for the operating conditions is obtained. The duty ratio map correction device 40 is provided with a hydraulic sensor 41 that detects the line pressure within the line pressure supply passage 2 and a control section 42 . Note that the duty ratio map correction device 40 is not permanently installed in the vehicle, but is a general-purpose device that is set in the hydraulic control device SP when correcting the duty ratio map.

Hereinafter, a method for correcting a duty ratio map (a method for adjusting an automatic transmission) using the duty ratio map correction device 40 will be explained with reference to the flowchart shown in FIG.

First, in step S1, the duty ratio Du is set to zero. In addition, in the line pressure forming section, the duty ratio D
When u is 0, the line pressure is highest and the duty ratio Du
As the line pressure increases, the line pressure decreases.

Next, in step S2, it is compared whether the line pressure P detected by the oil pressure sensor 41 is equal to or higher than a reference value α. The reference value α is a value corresponding to the line pressure at which the required clutch transmission capacity is obtained at the maximum engine torque, and unless there is an abnormality in the line pressure forming part, the line pressure is The pressure P never becomes lower than the reference value α.

As a result of the comparison in step S2, if P is α (No)
Since it is thought that there is an abnormality in the line pressure forming section or the oil pump l, a hydraulic system failure is displayed in step SlO.

On the other hand, as a result of the comparison in step S2, if P≧α (
YES), the counter n is set to 1 in step S3. In this embodiment, for example, the duty ratio memory value D++ stored in the duty ratio map as shown in FIG.
, Dll, etc. are numbered in descending order, however, those with the same value are treated as one piece of data), and the duty ratio stored values are corrected in order from the smallest number. The counter n is a counter that indicates the order of the duty ratio storage values Dn arranged in descending order as described above. Therefore, when n-1, steps 84 to S7
Then, the smallest duty ratio stored value stored in the duty ratio map is corrected.

It is assumed that there are N different duty ratio storage values.

Next, in step S4, the duty ratio Du is incremented by an increment ΔD. The increment ΔD is calculated from step 84 to
When step S6 is repeatedly executed, the duty ratio Du is set to a relatively small value that increases smoothly.

Subsequently, in step S5, it is compared whether the duty ratio Du is 100%. As a result of comparison, Du=100
% (YES), it means that the line pressure P has not decreased even though the duty ratio Du has been increased to 100%, and it is thought that there is an abnormality in the solenoid valve 7, etc. Therefore, a hydraulic system failure is displayed in step SlO.

On the other hand, if the comparison result in step S5 is that Duf is 100% (No), it is considered that there is no abnormality in the solenoid valve 7, etc., so in step S6, the line pressure P is
A comparison is made to see if the basic line pressure Pn (currently p+) corresponding to the duty ratio stored value Dn (currently) is below. The basic line pressure Pn is the nth line pressure in the correspondence relationship between the duty ratio memory value and the line pressure as shown by the polygonal line G1 in FIG. 4, which was assumed when the duty ratio map was first set. is the line pressure Pn corresponding to the duty ratio storage value Dn.

As a result of the comparison in step S6, if P>Pn (No
), steps 84 to S6 until P≦Pn.
is executed repeatedly.

As a result of the comparison in step S6, if P≦Pn (YE
S), in step S7 the nth duty ratio storage value Dn
(Since n=1 this time,) the value (memory content) is replaced with the current duty ratio Du.

That is, in FIG. 4, the value (memory content) of Dn (this time) stored in the duty ratio map is
u (that is, Dn', in this case Dlo). At the beginning of setting the duty ratio map, in order to obtain the line pressure Pn, it was sufficient to set the duty ratio to Dn; This is because it must be done.

In addition, in FIG. 4, the polygonal lines G t and G 3 are
The upper and lower limits of variation are shown respectively.

Next, in step S8, the counter is incremented by nh<I. That is, this is to correct the next (next highest) duty ratio storage value.

Then, in step S9, it is compared whether n exceeds the number N of data. As a result of this comparison, if n≦N (
NO), there is still data left, so step 84~
Step S9 is repeatedly executed, and if n>N (Y
ES), since no data remains, the correction of the duty ratio map is completed.

In this way, all the duty ratio stored values Dn are corrected, and the duty ratio stored values Dn thus corrected are
Based on this, a duty ratio map as shown in FIG. 3 is updated and stored in the control unit 8.

[Brief explanation of the drawing]

FIG. 1 is a flowchart showing a duty ratio map correction method (automatic transmission adjustment method) according to the present invention. FIG. 2 is a system configuration diagram of a line pressure forming section of a hydraulic control device for an automatic transmission. FIG. 3 is a diagram (duty ratio map) in which the duty ratio is plotted against the throttle opening and the vehicle speed. FIG. 4 is a diagram showing the correspondence between line pressure and duty ratio. SP...Hydraulic control device, L...Line pressure forming section, ■...
・Oil pump, 2... Line pressure supply passage, 3...
Regulator valve, 5... Modulating valve, 7... Solenoid valve, 8... Control unit, 40
. . . Duty ratio map correction device, 41 . . . Oil pressure sensor, 42 . . . Control unit.

Claims (1)

[Claims] (1) In automatic transmissions in which line pressure is now controlled by a solenoid valve that operates according to a control signal value applied from a control circuit, it is possible to obtain line pressure that matches the vehicle operating conditions in advance. , for an automatic transmission in which the correspondence between vehicle operating conditions and control signal values is stored in a control circuit, a control signal value is applied to a solenoid valve, and a control signal is formed in the automatic transmission according to the control signal value. Detects the actual line pressure applied to the solenoid valve, and determines the correspondence between the control signal value applied to the solenoid valve and the actual line pressure, and the vehicle operating conditions and control signal values stored in the control circuit 1 in advance. The control signal value applied to the solenoid valve and the actual line pressure are compared when the two compared correspondences are different. An automated system characterized by updating the correspondence between the vehicle driving conditions and the control signal values based on the correspondence between the vehicle driving conditions and the control signal values, and storing the updated correspondence between the vehicle driving conditions and the control signal values in the control means. How to adjust the transmission.