JPH05133457A - Controller of frictional element - Google Patents

Abstract

PURPOSE:To control the clamping capacity of a controlled system frictional element so accurately by finding a modulus relating the extent of clamping force of the frictional element to the clamping capacity at any time. CONSTITUTION:When a controlled system frictional element is a traveling clutch for an automatic transmission and serves as its starting control, a system controller sees a fact that it slips, for example, when car speed VSP=0 is the case, output shaft torque TO is measured and when TO>0 is the case, it is so judged that it is slipped (steps 101h-104h). When a slip is produced, clutch clamping force is regarded as a clamping force command value Pc (step 105), by way of example, and a clutch frictional factor mu value relating clamping capacity to the clamping force is operated, performing a renewal of the mu value (steps 110h, 129). When the mu value is renewed, the controller applies the renewal value, thereby performing the clutch control.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a friction element in a vehicle.

[0002]

2. Description of the Related Art As a fastening force control for a friction element such as a friction clutch used in a power transmission system of a vehicle, the fastening force of the friction element is calculated for a target fastening capacity to adjust the fastening force. There is a method to control.
For example, when hydraulic pressure is used for engagement, the engagement hydraulic pressure command value of the friction element is calculated, and the engagement hydraulic pressure is controlled by outputting the engagement hydraulic pressure command value to the hydraulic control valve, thereby controlling the friction element. You can

[0003]

When the engaging force is calculated as described above, it is necessary to use a coefficient relating the engaging force of the friction element and the engaging capacity of the friction element, for example, the friction coefficient μ of the friction clutch or the like. However, in the case of using a fixed value as such a coefficient value applied at this time, when the actual friction coefficient μ changes due to changes with time of the clutch, wear, temperature, etc., accurate control of the engagement capacity is possible. Is hard to do. That is, in this case, depending on the above-mentioned change, the desired engagement capacity cannot be obtained with respect to the commanded engagement force, and as a result, when the desired engagement capacity exceeds the desired engagement capacity, when starting or shifting. If an uncomfortable shock occurs, or if the desired fastening capacity is not reached, driving force may be reduced.

On the other hand, the present applicant has previously filed Japanese Patent Application No.
-327452 (Japanese Patent Laid-Open No. 1-169164) proposes the following. This proposal is a method in which the inertia phase time is measured from the input / output speed ratio and the fastening force is corrected so that the time becomes a predetermined value. Control that can avoid excess or deficiency is possible. Although the above proposal has such advantages, there are limitations when considering the following aspects. That is, the above is not suitable for controlling the friction coefficient at the time of starting, and thus it is difficult to meet this when a control method that can be applied to a wider range is desired. Further, in the above method, the correction is performed on the fastening force determination means only after the shift is completed, and the effect can be obtained from the next shift. Therefore, the effect of such correction is exhibited only from the next shift. In this sense, there is room for improvement when higher control accuracy is desired.

An object of the present invention is to appropriately and accurately control the engagement capacity of the friction element even during control by obtaining a coefficient relating the engagement force of the friction element and the engagement capacity at any time when the friction element is slipping. It is to provide a control device that can do. Another object is to realize the above with respect to a friction element capable of connecting and disconnecting the power to be transmitted, a friction element realizing a shift of an automatic transmission, and the like. Still another object is to realize engagement capacity control according to the degree of slippage during slippage.

[0006]

According to the present invention, the following friction element control device is provided. That is, as a first aspect, in a vehicle having a fastening force adjusting unit that adjusts the fastening force of a friction element that can control the transmission and interruption of rotational force based on an input command value, a detecting unit that detects slippage of the friction element , The frictional element engagement force is calculated based on the detection means for detecting the parameters related to the friction element, the target value of the engagement capacity of the friction element, and the coefficient relating the engagement capacity and the engagement force of the friction element. As a means for instructing the fastening force adjusting means, the parameters relating to the friction element when the friction element is slipping according to the output from each detecting means.
Controller for a frictional element (FIG. 1), which includes a fastening force calculation means having a coefficient calculation means for calculating and updating the coefficient applied to the fastening force calculation, In a vehicle having a fastening force adjusting means for adjusting a fastening force of a friction element for realizing a shift of an automatic transmission based on an input command value, a detecting means for detecting a slip of the friction element and a parameter relating to the automatic transmission are provided. A means for detecting, a target value of the engagement capacity of the friction element, and a means for calculating the engagement force of the friction element on the basis of a coefficient relating the engagement capacity of the friction element and the engagement force and instructing the engagement force adjusting means. Then, according to the output from each of the detecting means, when the friction element is slipping, the parameter applied to the engaging force calculation is calculated and updated by using the parameter relating to the automatic transmission. Coefficient calculation means And a friction element control device (FIG. 2) including a fastening force calculation means having a fastening force calculating means, and as a third aspect, realizing a gear shift of a friction element or an automatic transmission capable of controlling transmission and disconnection of rotational force. In a vehicle having a fastening force adjusting means for adjusting a fastening force of a target friction element based on an input command value, a sliding speed detecting means for detecting a sliding speed of the friction element, and a target of a fastening capacity of the friction element. A means for instructing the fastening force adjusting means by calculating the fastening force of the friction element on the basis of the value and a coefficient relating the fastening capacity and the fastening force of the friction element, and the value of the sliding speed is previously set as the coefficient. A coefficient-sliding speed characteristic data set in accordance therewith, and a fastening force calculation means for obtaining a coefficient value according to the slip velocity detected by the slip velocity detecting means according to the characteristic data and applying it to the fastening force calculation. Equipped with A control device for friction elements of Te (Figure 3). Further, with respect to the parameters related to the friction element used for the above coefficient calculation, means for directly or indirectly detecting the fastening force of the friction element,
A means for directly or indirectly detecting the output shaft torque of the friction element, and using the friction element fastening force and the friction element output shaft torque as parameters, or further rotating the output shaft of the friction element. And a means for detecting the number of friction elements, and in addition to the friction element fastening force and the friction element output shaft torque, the time derivative of the friction element output shaft speed or the change amount per unit time, and the friction element output shaft circumference. Either the equivalent inertia moment of the above is used as a parameter, or the engaging force of the friction element is detected directly or indirectly for the parameter related to the automatic transmission used for coefficient calculation. And a means for directly or indirectly detecting the output shaft torque of the automatic transmission to use the friction element fastening force and the output shaft torque as parameters, or further to the automatic transmission. Output shaft speed detected In addition to the friction element fastening force and the output shaft torque, the time differential value of the output shaft speed or the amount of change per unit time and the equivalent inertia moment around the output shaft are set as parameters. The means for detecting the slip of the friction element, the input shaft rotational speed detecting means for detecting the input shaft rotational speed of the friction element, and the output shaft rotational speed of the friction element. The output shaft rotational speed detection means is used to detect slippage based on the difference between the two rotational speeds, or the input shaft rotational speed detection means for detecting the input shaft rotational speed of the friction element and the rear of the output shaft of the friction element. The friction element input shaft rotation speed and the transmission output shaft rotation speed are used by using output shaft rotation speed detection means for detecting the output shaft rotation speed of the transmission and a detection means for detecting the gear position of the transmission. Value multiplied by the gear ratio corresponding to the gear position To detect slippage, or input shaft rotational speed detection means for detecting the input shaft rotational speed of the automatic transmission; output shaft rotational speed detection means for detecting the output shaft rotational speed of the automatic transmission; And a detection means for detecting the gear position of the machine, the slippage is caused by the difference between the automatic transmission input shaft speed and the value obtained by multiplying the automatic transmission output shaft speed by the gear ratio corresponding to the gear position. The friction element engaging force, which is either a parameter or a parameter, is detected by inputting a command value to the engaging force adjusting means or by applying the engaging force. Either a hydraulic pressure sensor for the hydraulic pressure, and the friction element is a friction clutch and / or a band brake.
The fastening force adjusting means is provided with a control device for each friction element including a hydraulic piston, and detects the axial force of the anchor of the band brake as a means for detecting the fastening force of the friction element. Either use a load cell and an oil pressure sensor that measures the oil pressure of the servo piston, or use a load cell that detects the axial force of the anchor and stem of the band break, and also detect the torque. Also, there is provided a control device for each friction element using a torque sensor.

[0007]

In the friction element control device of the present invention, the engaging force adjusting means engages the target friction element with respect to the friction element capable of controlling the transmission and the interruption of the rotational force or the friction element for realizing the shift of the automatic transmission. Adjust force based on input command value.
According to claim 1, in such a case, the engagement force calculation means calculates the engagement force of the friction element based on the target value of the engagement capacity of the friction element and the coefficient relating the engagement capacity of the friction element and the engagement force. The friction element is commanded to the fastening force adjusting means, but when the friction element is slipping according to the output from the means for detecting the slip of the friction element and the means for detecting the parameter related to the friction element. The coefficient calculation means calculates and updates the coefficient to be applied to the calculation of the fastening force using the parameter related to. This makes it possible to appropriately and accurately control the engagement capacity of the friction element even during control by obtaining the coefficient relating the engagement force of the friction element and the engagement capacity at any time when the friction element is slipping. ..

In claim 2, the engaging force calculating means calculates the engaging force of the friction element based on the target value of the engaging capacity of the friction element and the coefficient relating the engaging capacity of the friction element and the engaging force. Parameters for the automatic transmission and means for detecting the slippage of the friction element, which is commanded to the fastening force adjusting means.
According to the output from the means for detecting the torque, when the friction element is slipping, the coefficient calculation means calculates the coefficient to be applied to the calculation of the engagement force by using the parameter relating to the automatic transmission, Update. With this, similarly, a coefficient relating the fastening force and the fastening capacity of the friction element can be obtained at any time when the friction element is slipping, and the fastening capacity of the friction element can be controlled appropriately and accurately even during control. If possible.

According to a tenth aspect of the present invention, the engaging force calculating means calculates the engaging force of the friction element based on the target value of the engaging capacity of the friction element and the coefficient relating the engaging capacity of the friction element and the engaging force. The fastening force adjusting means is commanded to have coefficient-slip velocity characteristic data set in advance as a coefficient according to the value of the sliding velocity of the friction element, and the friction element slippage according to the characteristic data. A coefficient value corresponding to the slip speed detected by the slip speed detecting means for detecting the speed is calculated and applied to the fastening force calculation. As a result, in this control mode, the friction coefficient according to the friction element sliding speed is used based on the coefficient-slip speed characteristic data set in advance, so that the fastening capacity can be accurately controlled regardless of the sliding speed. If possible.

In the case of updating the coefficient, as described in claim 3, the friction element engaging force and the friction element output shaft torque are used as the parameters relating to the friction element, or the friction element output shaft rotation is performed. Taking into consideration the time derivative of the number or the amount of change per unit time and the equivalent inertia moment around the friction element output shaft as parameters,
It is possible to realize accurate control of the engagement capacity of the friction element. Further, as described in claim 4, the friction element engaging force and the automatic transmission output shaft torque are used as parameters related to the automatic transmission, or the time of the automatic transmission output shaft speed is further set. The differential value or the amount of change per unit time and the equivalent inertia moment around the output shaft of the automatic transmission can be added as parameters to achieve the above. Further, the slip of the friction element is detected by input shaft rotational speed detecting means for detecting the input shaft rotational speed of the friction element and output shaft for detecting the output shaft rotational speed of the friction element, as described in claim 5. Using the rotational speed detection means, the input shaft rotational speed detection means for detecting slippage based on the difference between the two rotational speeds or for detecting the input shaft rotational speed of the friction element, and the output of the transmission that comes in contact with the output shaft of the friction element Using the output shaft rotation speed detection means for detecting the shaft rotation speed and the detection means for detecting the gear position of the transmission, the friction element input shaft rotation speed and the transmission output shaft rotation speed are set to the gear position. Input shaft rotational speed detecting means for detecting slippage or detecting the input shaft rotational speed of the automatic transmission, and output shaft for detecting the output shaft rotational speed of the automatic transmission. Rotation speed detection means and a detection hand for detecting the gear position of the transmission And the slip is detected by the difference between the automatic transmission input shaft rotational speed and the value obtained by multiplying the automatic transmission output shaft rotational speed by the gear ratio corresponding to the gear position. It is possible to realize control. Further, the friction element fastening force can be detected by inputting a command value to the fastening force adjusting means as described in claim 6 or by using a hydraulic pressure sensor of hydraulic pressure that provides the fastening force. it can. Also,
As described in claim 7, it is possible to realize the above control by using a friction clutch and a band brake as the controlled friction element and adjusting the fastening force by a hydraulic piston. Further, in the case of a band break, as described in claim 8, the fastening force is detected by using a load cell for detecting the axial force of the anchor of the band break and a hydraulic sensor for measuring the hydraulic pressure of the servo piston. Or a load cell that detects the axial force of the stem and the anchor of the band break can realize the above control. Further, as described in claim 9, the torque can be detected by using a torque sensor to realize the above control.

[0011]

Embodiments of the friction element control of the present invention will be described in detail below with reference to the drawings. The device according to this control can be applied to the control of the friction element in the automatic transmission (A / T) and the control of the automatic clutch as a friction element other than the automatic transmission. An example of applicable controlled system is shown.

That is, FIG. 4 is a model diagram showing an example of a control object to which the present friction element control can be applied in the latter case, and FIG. 5 shows a fastening capacity control of the friction element in the former case. It is a model diagram of an example of an automatic transmission to which the present control can be applied.

In the power train of the engine 1-clutch 2-transmission 3 of FIG. 4, engine power reaches the drive wheels through the clutch input shaft 4, the clutch output shaft 5, and the transmission output shaft 6. The clutch 2 of the friction element that is the target of the engagement capacity control is a traveling clutch and transmits the engine torque by being engaged. Further, 7 in the figure indicates a torque sensor. Figure
In the case of 5, the automatic transmission input shaft 10 is the torque converter.
The power from the engine 1 is input via 11 and the input rotation to the input shaft 10 is changed according to the selected speed of the speed change gear mechanism 12 to reach the automatic transmission output shaft 13 and reach the drive wheels. The speed change gear mechanism 12, for example, as shown in the figure, has a first planetary gear set 14 and a second planetary gear set 15 coaxially provided between the input and output shafts, and a clutch for performing gear shifting by switching between engagement and release, Built-in brake etc. High clutch here 1
6, a reverse clutch 17, a band brake 18, a lower reverse brake 19, an overrun clutch 20, a forward clutch 21, one-way clutches 22 and 23 and the like.
The friction element that is the target of the engagement capacity control is, for example, the band brake 18 for realizing the gear shift, the traveling clutch 21, and the other engagement capacity controllable elements.

6 and 7 show examples of mechanisms for adjusting the fastening force of the controlled friction element, respectively.
6 is an example of a mechanism for adjusting the engagement force of the traveling clutch,
7 is an example of the mechanism of band break. In the case shown in FIG. 6, hydraulic pressure is used for engaging the clutch, and a hydraulic piston 30 is provided as a means for adjusting the engaging force. Here, transmission of torque by the drive clutch (driven member) 31 and the driven plate (driven member) 32 is performed by hydraulically operating the piston, and hydraulic control is performed to the hydraulic cylinder 33 that engages and disengages the clutch. Adjust the supply hydraulic pressure with the valve (control valve) 34. The hydraulic control valve 34 can be controlled based on a fastening hydraulic pressure command value by a control system described later, but when the fastening force is detected by the actual hydraulic pressure supplied, a hydraulic pressure sensor 35 is provided as shown in the figure. You can

Also in the case of the configuration of FIG. 7, a hydraulic piston is used to adjust the fastening force. In the figure, 40 is a band support
This is provided with a hydraulic piston (servo piston) 41, a piston retainer 42, a return spring 43, etc., and three hydraulic chambers 44, 45, 46. Brake band 47
One end of the stem is attached to the stem 49 via the band strut 48, and the other end is attached to the anchor 50, and the mechanism is used for supplying the hydraulic pressure (servo bore ply pressure) to, for example, the chamber 44 of the hydraulic chambers. To advance and conclude the band break. In the above, the band blur is detected to detect the fastening force.
A load cell 51 for detecting the axial force of the anchor of the key can be provided. Further, an oil pressure sensor for measuring the oil pressure of the servo piston can be provided in an oil passage (not shown) controlled based on the engagement oil pressure command value, and a roller for detecting the axial force of the anchor and the stem of the band brake. Dosels can also be used.

Next, FIGS. 8 and 9 are examples of system diagrams including a control system in the case of performing the engagement capacity control of the controlled object according to the present control. As shown in FIG. 8, the control system for the clutch capable of controlling the engagement capacity includes a controller 60 and an engagement hydraulic pressure control unit (device) 61 for adjusting the engagement force. In the case of FIG. 9, it is composed of a controller 60 and a control valve section 63 forming a shift control hydraulic circuit including a shift solenoid for selecting a shift stage. When the illustrated torque converter 11 has a lockup mechanism, the control valve unit 63 can be configured to include a control valve for lockup control by the lockup clutch. The lock-up control may be configured to execute slip control for gradually engaging to reduce shock.

In each system, the engagement hydraulic pressure control section and the control valve section are controlled by the controller.
In the case of FIG. 8, the controller inputs the signal from the control information detection unit 62 and also the information indicating the running state of the vehicle and the operating state of the engine. As an input signal from the control information detection unit 62, a signal from an input shaft rotation speed sensor that detects the input shaft rotation speed of the clutch, which is a friction element, and an output shaft rotation speed sensor that detects the output shaft rotation speed of the clutch. Signal, signal from output shaft torque sensor that detects clutch output shaft torque, signal from output shaft torque sensor that detects output shaft torque of the transmission that comes after the clutch output shaft, transmission output shaft rotation A signal from an output shaft rotation speed sensor that detects the number, a signal from a gear position detection sensor that detects the gear position of the transmission, and a signal from a hydraulic pressure sensor that detects the clutch engagement hydraulic pressure can be targeted. Figure
In the case of 9, while inputting information indicating the running state of the vehicle and the operating state of the engine to the controller, the signal from the input shaft speed sensor 64 that detects the input shaft speed of the automatic transmission, the automatic transmission Output shaft speed sensor 65 for detecting the output shaft speed, a signal from the output shaft torque sensor 66 for detecting the output shaft torque of the automatic transmission, and a hydraulic pressure sensor for detecting the engaging hydraulic pressure at the friction element to be controlled. Can be used as an input target.

In any case, the controller is an input detection circuit, an arithmetic processing circuit, and a storage circuit for storing an arithmetic program such as a later-described coupling capacity control program executed by the arithmetic processing circuit and an arithmetic result. And an output circuit for outputting a control signal and the like, and the memory circuit also stores data such as coefficients and tables applied by a program for controlling the engagement capacity. The storage circuit includes non-volatile memory, if applicable. When controlling the engagement capacity of a friction element that interrupts rotational force, the controller
The situation is determined according to the running state of the vehicle and the operating state of the engine, and when the predetermined condition is satisfied, the required engagement capacity of the friction element is calculated, and the engagement capacity value, the engagement capacity and the engagement force of the friction element are calculated. The engagement force of the friction element is calculated from the friction coefficient μ as a coefficient to be related, and the engagement hydraulic pressure is controlled. At this time, the friction coefficient value μ to be used for the calculation of the engagement force is changed. The variable friction coefficient value μ detects slippage of the friction element and calculates the friction coefficient value μ from parameters related to the friction element when the friction element is in the engaged state and the slippage is occurring. This can be done by updating the stored friction coefficient value for calculating the engagement force from the engagement capacity of the friction element using the coefficient value μ.
When detecting the output shaft torque and output shaft speed of the transmission and the gear position or gear ratio of the transmission, the friction coefficient value μ can be calculated and updated from the parameters related to the transmission. Further, in another form, the controller stores the friction coefficient data of the friction element together with the sliding speed data as a friction coefficient vs. sliding speed characteristic in the memory circuit for changing the friction coefficient value μ. Then, the friction coefficient value corresponding to the sliding speed is calculated based on this.

When the engagement capacity control is performed for the friction element that realizes the shift of the automatic transmission, the controller also determines the situation according to the operating state of the automatic transmission, and when the predetermined condition is satisfied, the friction element is determined. Calculate the required fastening capacity of
In calculating the engagement force of the friction element from the engagement capacity value and the friction coefficient μ and controlling the engagement hydraulic pressure, similarly, a process of varying the friction coefficient value μ applied to the calculation of the engagement force is executed. The variation of the coefficient of friction value μ is likewise achieved by calculating and updating the coefficient of friction value μ from the parameters for the automatic transmission when the friction element is engaged and slipping, When the friction coefficient-slip speed characteristic is stored in advance, it can be performed by obtaining a friction coefficient value corresponding to the slip speed.

FIG. 10 is a block diagram showing an example of the outline of the functions of this control when applied to an automatic transmission. Direct or indirect detection of the fastening force of the various friction elements of the transmission gear mechanism illustrated, mu computation, means tightening force calculating, The detection of the input shaft rotational speed N _in the detection of the output shaft rotational speed N _{ou t} The means for directly or indirectly detecting the output shaft torque T _C includes a controller or, where applicable, a corresponding sensor unit and a part of the controller. The input shaft speed N _in and the output shaft speed N _out can be used to detect the sliding state of the friction element. The output shaft rotation speed N _out is also used as information for changing the output shaft rotation speed or the like in the μ calculation as a control parameter. In a vehicle having an automatic transmission, the situation is determined according to the running state of the vehicle, the operating state of the engine, and the operating state of the automatic transmission, and when the predetermined condition is satisfied, the required engagement capacity of the target friction element is calculated
Means for calculating and commanding the fastening force of the friction element from the fastening capacity and a coefficient (friction coefficient μ) relating the fastening capacity of the friction element and the fastening force, and adjusting the fastening force of the friction element based on the command Means, detecting means for directly or indirectly detecting the fastening force of the friction element, detecting means for directly or indirectly detecting the output shaft torque of the automatic transmission, output shaft rotation speed of the automatic transmission A detection unit for detecting the gear position or gear ratio of the automatic transmission, and a detection unit for detecting slippage of the friction element, the friction element being in an engaged state and causing slippage. At this time, the controller makes a judgment of this, and a coefficient (corresponding to the engaging force and the engaging capacity of the friction element from the parameters related to the automatic transmission)
The friction coefficient μ) is calculated, and the coefficient relating the engagement capacity and the engagement force stored in the means for calculating the engagement force from the engagement capacity of the friction element is updated by the coefficient. In this case, preferably, the parameters related to the automatic transmission are the friction element engaging force and the output shaft torque. Further, the parameters related to the automatic transmission are more preferably the friction element engaging force, the output shaft torque, the time differential value of the output shaft speed or the amount of change per unit time, and the equivalent around the output shaft. Inertia moment. Preferably also
The target friction element is a friction clutch, and the means for adjusting the engagement force is a hydraulic piston. Also, preferably, the friction element is a band brake and the means for adjusting the fastening force is a hydraulic piston. Further preferably, the means for detecting the slip of the friction element comprises an input shaft rotational speed detecting means for the automatic transmission, an automatic transmission output shaft rotational speed detecting means, and a means for detecting a gear position of the transmission. Therefore, the slip is detected by the difference between the input shaft rotation speed and the output shaft rotation speed multiplied by the gear ratio corresponding to the gear position. Further, preferably, the means for detecting the friction element fastening force is performed by inputting a command value to the means for adjusting the friction element fastening force. Further, preferably, the means for detecting the friction element fastening force is a hydraulic pressure sensor. Further, preferably, the band blur
When the key is used as the friction element, the means for detecting the friction element fastening force detects the axial force of the anchor of the band brake.
The oil pressure sensor measures the oil pressure of the dosels and the servo piston. Preferably, the means for detecting the frictional element fastening force is a load cell for detecting the axial force of the band brake anchor and the stem. Preferably, in the device, the means for detecting the torque may be a torque sensor.

The same applies to the case where the coefficient calculation and update is performed from the parameters related to the friction element for the friction element that interrupts the rotational force. That is, in that case, preferably, the parameters related to the friction element are the friction element fastening force and the friction element output shaft torque.
More preferably, the friction element fastening force, the friction element output shaft torque, the time derivative of the friction element output shaft rotation speed or the amount of change per unit time, and the equivalent inertia moment around the friction element output shaft. Preferably, the friction element is a friction clutch and the means for adjusting the engagement force is a hydraulic piston. Also, preferably, the friction element is a band brake and the means for adjusting the fastening force is a hydraulic piston. Preferably, the means for detecting the slip of the friction element comprises an input shaft rotation speed detection means of the friction element and an output shaft rotation speed detection means, and the controller detects the slip based on the difference between the both rotation speeds. Further, preferably, the means for detecting the slip of the friction element is an input shaft rotation speed detection means of the friction element, an output shaft rotation speed detection means of the transmission which comes in contact with the output shaft of the friction element, and a gear of the transmission. The position detecting means detects a slip based on the difference between the input shaft rotation speed and the output shaft rotation speed multiplied by a gear ratio corresponding to the gear position. Further, preferably, the means for detecting the friction element fastening force is to input a command value to the means for adjusting the friction element fastening force.
Further, preferably, the means for detecting the friction element fastening force is a hydraulic pressure sensor. When using a band brake as a friction element, the means for detecting the friction element fastening force is a load cell for detecting the axial force of the anchor of the band brake and a hydraulic sensor for measuring the hydraulic pressure of the servo piston. Further, the means for detecting the frictional element fastening force is a load cell for detecting the anchor of the band break and the axial force of the stem. Preferably, similarly, the means for detecting the torque is a torque sensor.

Hereinafter, a specific control example will be described with reference to FIGS. FIG. 11 shows a program flow chart of the control signal output processing, and in accordance with any of the control programs shown in FIGS. 12 to 23, the coefficient for relating the engagement capacity and the engagement force to the relevant friction element to be controlled is shown. It can be used as a command value output subroutine in the case of controlling so as to obtain and update at any time. Therefore,
The fastening volume control according to the present embodiment, the subroutine of FIG. 11,
It may be a combination with a program including any one of the coefficient updating processes of FIGS.

The program shown in FIG. 11 is executed in the controller shown in FIG. 8 or 9 at regular intervals. In Step A, coefficient data for correlating the engagement capacity and the engagement force, which are calculated and sequentially updated as described later and stored in the memory circuit in the controller at each execution of the step A (the engagement force-the engagement capacity). The conversion coefficient value) is read and the fastening force command value of the target friction element is calculated using this. The calculation process in step A and the subsequent output process in step B apply the updated value of the coefficient at that time, but basically, the parameters including the engagement capacity value and the coefficient value are applied. It is possible to calculate the fastening force from the motor and output it as a command value to the fastening force adjusting means for adjusting the fastening force, depending on the running state of the vehicle or the operating state of the engine.
(In the case of an automatic transmission, it also corresponds to the operating state of the automatic transmission.) When the situation is judged and the prescribed condition is satisfied, the required engagement capacity of the friction element is calculated, and the engagement capacity of the friction element is calculated. The required fastening force may be calculated and commanded from a coefficient relating the forces.

FIG. 28 shows an engine operating state measuring means, a vehicle running state measuring means, a clutch engaging force commanding means, a clutch engaging force adjusting means, a clutch engaging capacity measuring means, a clutch engaging force when a controlled friction element is a clutch. This shows the control system function consisting of the detection means and the clutch output shaft torque detection means. In this example, the part of the clutch engagement force command corresponds to steps A and B above.
In other words, if the friction coefficient μ of a hydraulically actuated clutch is used to calculate the command value, the process of step A will be described later with reference to the control program flow in FIGS. 24, 25 and 27.
In the chart, the relational expressions (steps 205, 205a) shown as a part of each chart, that is, the friction coefficient value
(μ _S ), target engagement capacity value (T), and other required constant values to determine the engagement hydraulic pressure command value (P). be able to.

In step B following step A, if the engagement force command value calculation is performed as described above, it is output. Specifically, in the process of step B, for example, when hydraulic pressure is used for adjusting the engagement force, a control signal corresponding to the command value is sent to the hydraulic control valve through the output circuit of the controller.

FIG. 12 shows an example of a coefficient calculation subroutine for the coefficient applied to the above-mentioned fastening force calculation processing. This program is also executed at regular intervals,
The case applied to the control of the starting clutch is shown. In addition, here, the friction is not limited, but the hydraulic pressure is used for the engagement of the clutch, and the coefficient of relation between the engagement force and the engagement capacity (the maximum torque that can be transmitted when a certain engagement force is applied) is the friction of the clutch. It shows the case where the coefficient μ is used.

In the figure, first, at step 101, the clutch output shaft speed N _out is measured. Then step
At 102, check if N _out = 0 and if it is not 0 (
If the answer is NO), skip step 103 and subsequent steps, do not perform the calculation for the friction coefficient μ value (step 110), and end this program. In this case, the rewriting of μ data in step 120, which will be described later, is also not executed, and as a result, the friction coefficient μ value that was used when the program was last executed is retained in the storage circuit.

On the other hand, when N _out = 0 (the answer is YES), the clutch output shaft torque T _C is measured in step 103 and it is checked whether T _C > 0 (step 104).
If the answer is NO, this program is terminated as in the case above, while if T _C > 0 (the answer is YES), it is judged that the clutch is slipping, and the following steps 105, 110, 120
To execute.

In step 105, the clutch engagement hydraulic pressure command value, that is, the engagement force command value P _C is read and the next step 11
At 0, the friction coefficient μ is calculated. In calculating the friction coefficient μ, the clutch engagement force (here, the P _C value) as a parameter related to the clutch that is a friction element and the clutch output shaft torque T _C obtained in step 103 are used. These T _C and P _C values, the area perpendicular to the stroke direction of the hydraulic piston, the effective radius of the clutch friction material, the coefficient k determined by the number of clutches, and the reaction force of the clutch return spring are equivalent to the hydraulic pressure. Value converted to P
And a _SPR, the following _{equation, μ = k × T C /} - by _{(P C P SPR) ----- 1} , determine the coefficient of friction mu. Then, in the next step 120, the μ data is rewritten with the above μ value,
That is, the present calculation value is stored in the storage circuit instead of the previous value stored at the present time to update the data, and the present program is terminated.

In this way, the friction coefficient μ of the clutch is sequentially updated when steps 105 to 120 are executed, and this is read and applied during the calculation of the engaging force in FIG. .. Therefore, in the control of the starting clutch, in the process, under the condition that the answer to either of the above Steps 1022 and 104 is YES, the starting force with the engaging force according to the value μ obtained by the calculation at any time based on Equation 1 is used. The clutch control is executed. Even when the clutch engagement force is calculated from the target clutch engagement capacity for clutch engagement force control, the friction coefficient value μ that relates the clutch engagement capacity and the engagement force applied to it is calculated as described above. In the case of this example, it is not a fixed value (constant value) but a value calculated according to the engagement hydraulic pressure command value and the clutch output shaft torque value as described above.Therefore, the preset value is uniformly applied. The excess and deficiency of the fastening force in the case of using can prevent this well, and can be applied to the control of the clutch at the time of starting, and the effect can be improved. When the clutch is in the engaged state and slipping is occurring, the friction coefficient μ is calculated at any time, and the required clutch engagement force is calculated accurately from the target engagement capacity using the value μ thus obtained. As a result, it is possible to obtain the desired clutch engagement capacity with high accuracy even during control of the starting clutch, and even if there is a change with time in the clutch, the effect of this can be reduced, and uncomfortable when starting. It is possible to avoid a situation in which a large shock is generated or, conversely, a reduction in driving force is caused.

In the present control example, in addition to the above, the value μ is calculated using the engagement hydraulic pressure command value P _C when the vehicle is stopped (that is, the output shaft speed = 0 in step 102). Since it is not necessary to consider the torque for inertia acceleration and it is not necessary to use a hydraulic pressure sensor, control can be performed easily in this respect as well.

FIG. 13 is a friction coefficient μ calculating subroutine flow chart showing another control example (second control example). This example corresponds to a modification of the first control example of FIG. That is,
In the first control example, this is to read the engagement hydraulic pressure command value (step 105), but instead of this, as shown in step 103a of FIG. 13, the actual engagement hydraulic pressure (control signal output process the value P _C to the hydraulic) to be used for engagement of the clutch to be actually controlled by the execution obtained by measurement by the oil pressure sensor
(Sensor value) is used. More specifically, in the former case, the means for detecting the clutch engagement capacity reads (inputs) the command value (calculated value) to the clutch engagement force adjusting means, which is performed in the control signal output process. In this example, the clutch engagement force detecting means is a hydraulic pressure sensor. For other processing, as shown in FIG.
The same procedure and processing contents as those in the case of 12 can be basically obtained, and the same or similar step numbers are given and description thereof is omitted (in the example described later, Same as above).

According to this example, similarly, when the clutch is slipping, the frictional coefficient μ value relating the clutch engagement force and the clutch engagement capacity can be obtained at any time, so that the clutch engagement capacity can be accurately controlled and the hydraulic pressure sensor can be used. By using it, it is possible to perform control without being affected by variations in the actual hydraulic pressure with respect to the command hydraulic pressure caused by differences in the operating hydraulic pressure control valve and the like, temperature conditions, and the like. Therefore, in this respect, the accuracy can be further improved.

FIG. 14 shows still another control example (third control example). This program detects the slip state of the friction element, detects the slip by the difference in both the input shaft speed and the output shaft speed of the friction element, and detects the friction element used for the coefficient calculation update process. This is an example of the case in which the time differential value of the rotational speed of the friction element output shaft or the amount of change per unit time, and the equivalent inertia moment around the friction element output shaft are also taken into consideration as related parameters.

Hereinafter, to explain the main points,
In FIG. 14, first, the clutch input shaft speed N _in and the clutch output shaft speed N _out are measured (step 101b), and then the difference N _in − N _out is calculated from these N _in − N _out >
It is checked whether or not 0 holds (step 102b), and when N _in −N _out ≦ 0, μ is not calculated. On the other hand, when N _in − N _out > 0, the clutch output shaft torque T
_C is measured (step 103), and when T _C > 0, the clutch engagement force command value (engagement hydraulic pressure command value) P _C is read (step 105), and then the friction coefficient μ value is calculated and data is calculated. Execute rewriting. Here, in addition to the T _C value and P _C value, 1 measurement cycle (one control cycle) and the change amount delta N _out of the clutch output shaft rotational speed N _out per Delta] t, equivalent inertia around the clutch output shaft motor - Placement By further using I and these values k and P _SPR described above, the following equation μ = (k × T _C + I × Δ N _out / Δ t) / (P _C − P _SPR ) ----- 2 The μ value is obtained by (step 110b), and the μ data is updated (step 120). The above cycle is repeatedly executed when applicable, and the engagement value when the clutch is slipping is controlled by applying the above-mentioned μ value in the command value output subroutine.

Thus, slip is detected by the difference between the input shaft rotational speed and the output shaft rotational speed of the clutch, the friction coefficient value μ is calculated at any time based on the above equation 2, and the clutch engaging force is calculated using this. As a result, similarly, a desired engagement capacity can be obtained with high accuracy, and the torque corresponding to the inertia acceleration of the output shaft can be taken into consideration, so that it is possible to control even when the vehicle is accelerating. it can.

FIG. 15 shows still another control example (fourth control example), which corresponds to a modification of the third control example shown in FIG.
The second control example (Fig. 13) against the above-mentioned first control example (Fig. 12)
The method for the clutch engagement force detection means similar to
This is applied to the control example. That is, in this example, a hydraulic pressure sensor is used, and as shown in FIG. 15, instead of reading the engagement hydraulic pressure command value in the third control example, the value obtained by measuring the actual engagement hydraulic pressure with the hydraulic pressure sensor P _C (sensor Value)
Step 103a). According to the control of this example, the same advantages as those described in the second control example can be further obtained in the control of the third control example.

Next, with reference to further examples, those shown in FIGS. 12 to 15 detect the output shaft torque of the friction element with respect to the output shaft torque and the output shaft rotation speed, and the output shaft of the friction element. In the case of detecting the number of revolutions, in the former case, the output shaft torque of the transmission after the friction element is connected to the output shaft of the friction element, and in the latter case, the output shaft revolution number of the transmission is detected. This is an example in which the gear position or gear ratio of the transmission is further detected, and these are applied to the coefficient calculation update processing, and the input shaft rotation speed of the friction element is also detected in addition to the above. In the case of slip detection, the slip state of the friction element is detected by the difference between the detected input shaft rotational speed of the friction element and the detected output shaft rotational speed of the transmission multiplied by the gear ratio corresponding to the gear position. It is a control example.

A clutch friction coefficient μ calculation subroutine shown in FIG.
-Example of control by chin (fifth control example) relates to the above-mentioned embodiment.
The gear position detection step 106d in the figure is excluded.
Other processing steps 101d, 102d, 103d, 104d, 105, 110d, 1
20 indicates the step of the procedure corresponding to the first control example of FIG.
Corresponds to the step. Explaining below, in FIG.
Step 101d is the transmission output shaft speed N_{ou t}To measure
Step, step 102d is N_outCheck if = 0
Step 103d is the transmission (automatic transmission)
Output shaft torque T_oIs the step of measuring. like this
In this example, the clutch in the first control example of Fig. 12 is used.
Instead of measuring the output shaft torque, attach the rear end to the clutch output shaft.
Output shaft torque T of the transmission _oIs measured and
When detecting the output shaft torque of the speed machine,
The output shaft speed of the machine is not detected in step 101d above.
To be done.

[0040] step 104d relates to the aforementioned T _o value, T _o>
The step of checking whether it is 0 or not, and the step 105 is a step of detecting the clutch engagement force without using the sensor by inputting the command value P _C which is the calculated value in the same manner.
The gear ratio γ is obtained by detecting the gear position in the subsequent step 106d. Thus, in the case of detecting the output shaft torque T _o and the output shaft rotational speed N _out of the transmission determine the γ gear ratio of the transmission. Thus the gear ratio γ of the transmission is known and then obtained with this and steps 103d and 105 above.
From the T _o value and P _C value and the above-mentioned values k and P _SPR , the friction coefficient μ can be calculated by the following equation: μ = k × T _o / {γ (P _C −P _SPR )} ----- 3 Calculate the value (step 110d) and
Data (step 120). Controlling the fastening capacity by applying the above-mentioned μ value is the same as in each of the above examples.

As described above, according to the present control, when the clutch is slipping, the output shaft torque of the transmission and the gear position or gear ratio of the transmission are detected, and the parameters related to these transmissions are used. The friction coefficient μ can be calculated and updated at any time, and similar control can be realized with such a configuration. Further, when a torque sensor is used to detect the output shaft torque required for μ value calculation update, in comparison with the case where the sensor is mounted on the clutch output shaft, this example shows that the torque sensor is installed on the clutch output shaft. It is also suitable for cases where it is difficult to install a torque sensor on the transmission output shaft, including the case where it is easy to install on the transmission output shaft, or when it is already installed. With or already attached (Fig. 5, etc.)
This control can be performed by using. Moreover, usually
Since the transmission output shaft rotation speed sensor is used as the vehicle speed sensor, even when a parameter including the transmission output shaft rotation speed is used as the parameter, the main control is not provided for that purpose. Can also be realized, and in this respect as well, it can be made easy. The same applies to the automatic transmission.

FIG. 17 shows still another control example (sixth control example), which corresponds to a modification of the fifth control example of FIG. That is, in this example, instead of reading the engagement hydraulic pressure command value in the fifth control example, the value P _C (sensor value) obtained by measuring the actual engagement hydraulic pressure with the hydraulic pressure sensor is used (step 103e), By using the oil pressure sensor, the accuracy can be further improved.

FIG. 18 shows still another control example (seventh control example).
It is shown. The processing in this example is as follows.
It Explaining the main part, in the program example in the figure,
First, the transmission output shaft speed N_outOther than clutch input shaft
Speed N _inAnd the gear position G_PDetect (
Step 101f). Where gear position G_PThe corresponding gear ratio of
Knowing γ, N in step 102f_out−γ ・ N_inWhen ≤0
Does not calculate μ.

[0044] On the other hand, when the _{N out -γ · N in> 0} , by measuring the transmission output shaft torque T _o (step 103d)
Further reads the clutch engagement force command value P _C when T _o> 0 at step 104d (step 105), Thus, the above gear ratio gamma, and T _o values and P _C value, the speed change per measurement cycle Δt The change amount ΔN _out of the machine output shaft speed N _out ,
Equivalent inertia around the transmission output shaft motor - the instrument I _1, each value k described above, the P _SPR, the following _{equation, μ = (k × T o} / γ + I 1 × γ × Δ N out / Δt) / (P _C -P _SPR ) ---- 4 is used to obtain the μ value (step 110f), and the μ data is updated (step 120).

Further, in another control example (eighth control example) shown in FIG. 19, a value P _C (sensor value) measured by using a hydraulic sensor is used in comparison with the seventh control example. This is done (step 103g) and is similar to the method in the case of FIG.

Even in the case of the seventh and eighth control examples described above, this control has a torque sensor on the transmission output shaft and utilizes the output from the transmission output shaft rotation sensor which is usually used as a vehicle speed sensor. The output from the rotation sensor is used as information for detecting the slip state of the clutch together with the clutch input shaft speed and gear ratio information of the transmission including it, and also the transmission output shaft rotation. Time derivative of number or amount of change per unit time (Fig. 18, 19
Change value) and apply it to the μ value calculation, and when slip is detected, the friction coefficient value μ calculated from time to time based on Equation 4 above. With this, it is possible to realize the control of the fastening capacity appropriately and accurately, and it is possible to perform the control according to the gear ratio at that time. Further, in this case, it is desired a method that does not use a hydraulic pressure sensor, the command value P _C can take an approach towards the use as in FIG. 18, and also the influence of the actual hydraulic pressure variation with respect to the command hydraulic exclusion Then, when it is important to make the accuracy even higher, the method of using the engagement hydraulic pressure P _C (sensor value) as shown in FIG. 19 can be adopted.

FIG. 20 is a coefficient calculating subroutine showing still another control example (ninth control example), which is an example of application to start control of a traveling clutch of an automatic transmission. First, in step 101h, the vehicle speed VSP is measured, and next step 102h
Then, check if VSP = 0, and if it is not 0 (when the answer is NO), skip steps 103h and below and, as in each example, calculate the friction coefficient μ value (here, step 1
Do not do this for 10h), and end this program as it is. Here, the VSP value may be based on the output from the transmission output shaft rotation sensor as mentioned above.

On the other hand, when VSP = 0 holds (the answer is YES
If the output torque of the automatic transmission is T
_oIs measured, and at the next step 104h, T_o> 0 or not
Check, and if the answer is NO, repeat this procedure as in the case above.
Program ends while T _oWhen> 0 (the answer is YES
When) determines that the driving clutch is slipping, the processing is
Step 105 The process proceeds to the steps below, where the clutch engagement force command value (
Connection hydraulic pressure command value) P_CIs read in step 105. This
Well, T_oValue, P_CWhen the value is measured and read
Then, in step 101h, these T_oValue and P_CValue and automatic change
Output shaft torque determined by the mechanism of the speed machine and tightening of the running clutch
The ratio α to the capacity and the above-mentioned values k and P_SPRFrom the following equation, μ = k × α × T_o/ (P_C− P_SPR) Use ----- 5 to find the friction coefficient μ value. Then, same as each example
In the next step 120, the μ value is
-Rewriting of data, that is, currently stored in the memory circuit
By storing the calculated value this time instead of the previous value,
-Update the data.

According to this control, the same effect as that of the first control example can be obtained by being applied to the starting control of the traveling clutch of the automatic transmission. The friction coefficient μ of the clutch is calculated in steps 105-
When 120 is executed, it is updated sequentially, which is
It is read and applied when calculating the fastening force of 11.
Therefore, in clutch control, the clutch engagement capacity can be accurately controlled by constantly obtaining the friction coefficient value μ that relates the engagement capacity and the engagement force. Therefore, even if there is a change in the actual friction coefficient μ due to aging of the clutch, wear, temperature, etc., the effect can be reduced, and therefore an unpleasant shock occurs, or conversely a decrease in driving force is caused. Can also be avoided. Further, the same also can exhibit its effect even during control, further, in this case, since the calculation of the engagement hydraulic pressure command value P _C using a value μ when the vehicle is stopped, INA - Shah acceleration component Since it is not necessary to consider the torque and it is not necessary to use the hydraulic pressure sensor in this control, the same applies to the fact that the control can be easily performed in this respect.

FIG. 21 shows another control example (10th control example).
13 is an example of a case where a method using a hydraulic pressure sensor is used in the same manner as the modified example in the case of FIG. 13 and the like. That is, as shown in the figure, in the ninth control example as well, instead of reading the engagement hydraulic pressure command value, the value P _C (sensor value) obtained by measuring the actual engagement hydraulic pressure with a hydraulic pressure sensor is used. Alternatively, the clutch engagement force may be detected in this way (step 103i). Also in this example,
When the clutch slips, the frictional coefficient μ that relates the clutch engagement force and the engagement capacity can be obtained at any time to accurately control the clutch engagement capacity. Appropriate control can be performed without being affected by variations in the actual hydraulic pressure with respect to the command hydraulic pressure generated due to individual differences, temperature conditions, and the like.

The programs shown in FIGS. 20 and 21 are applied to the starting control of the traveling clutch, and the parameters for calculating the μ value are the value representing the clutch engaging force and the value of the output shaft torque. However, when the μ value is calculated and updated when the output shaft is rotating, it can be performed in the same manner as in the case of FIGS. 14 and 15 and FIGS. That is, as the parameters to be used, in addition to the above two parameter values, the time differential value of the output shaft speed or the amount of change per unit time and the equivalent inertia moment around the output shaft are used in the automatic transmission. It is possible to compose a program for calculating and updating the μ value of the clutch to be engaged by using it as a related parameter value. A similar method can be applied as a mode for detecting the slip state, and slip detection can be performed based on the automatic transmission input shaft rotation speed, the automatic transmission output shaft rotation speed, and gear position information. Is the input shaft speed and
Sliding can be detected by the difference between the output shaft speed and the value obtained by multiplying the gear ratio corresponding to the gear position.

The following FIGS. 22 and 23 show another control example, respectively.
(11th and 12th control examples) is shown. These are examples when applied to the control of the speed change band brake of the automatic transmission in the case where the friction element is a band brake, and in order to detect the friction element fastening force, A load cell for detecting the axial force of the anchor,
When the fastening force adjusting means is a hydraulic piston, a hydraulic sensor for measuring the hydraulic pressure of the servo piston or a fastening hydraulic pressure command value is used, or a band blur
This is also an example of control when the fastening force is detected by a load cell that detects the axial force of the anchor and stem of the key.

In the case of the μ-calculating subroutine shown in FIG. 22 (11th control example), first, in order to check whether or not the band brake is slipping, in step 101j, the automatic transmission input shaft rotational speed N _in The output shaft speed N _out of the automatic transmission is measured, and the gear ratio γ = N _in / N _out is calculated in step 101k.
In step 102j, the value γ is compared with the predetermined value γ _o . As a result, when both are equal (when the answer is NO), the band blur
The friction coefficient value μ of G is not calculated. That is, step 10
Skip below 3j, do not do this for the calculation of the friction coefficient μ value (step 110j), and end this program. Therefore, in this case, the rewriting of the μ data (step 120) is not executed, and as a result, the friction coefficient μ value at the time of executing the present program last time is held in the storage circuit as it is.

On the other hand, when the gear ratio γ is not equal to the predetermined value γ _o (when the answer is YES), it is determined that the band break is slipping, and the following processing is performed. That is, here
As obtaining the stem pressing force from the engagement hydraulic pressure, first, measures the engagement hydraulic pressure P _C in step 103j, then the P _C value and piston stroke at step 107 - from the cross section perpendicular to the click direction area A _P1 Prefecture stem pressing force F _S, F _S =
Calculate by P _C / A _P1 . In the next step 108,
The anchor axial force F _a is measured, and μ is calculated in step 110j. In calculating μ, the above F _S value and F _a
From the value and band wrap angle θ, the friction coefficient μ is determined by the following formula, μ = θ ^-1 × l _n (2 − F _S / F _a ) ----- 6.
At 0, the μ data is updated. Thus, in step 120, the data is updated by rewriting the .mu. Data with the .mu. Value, that is, by storing the presently calculated value in place of the previous value currently stored in the memory circuit.

The μ value of the band break is calculated at any time as described above, and is applied to the subroutine processing of FIG. With this, even in the present control example in which the friction coefficient μ can be obtained at any time based on the equation 6 to control the engagement capacity of the band brake when slippage occurs, similarly, during the control during gear shifting,
In addition, the desired engagement capacity can be obtained with high accuracy at the next control start. Further, in the above, the engagement hydraulic pressure is measured in order to obtain the stem pressing force, but the engagement hydraulic pressure command value may be used for this. In this case, since the μ value is calculated using the engagement hydraulic pressure command value, it is not necessary to use the hydraulic pressure sensor.

In the control example (twelfth control example) of FIG. 23, the anchor of the band break and the axial force of the stem are detected by the load cell (step 109). Instead of obtaining it from the engagement hydraulic pressure, this uses the value F _S measured by the load cell, which may be used. Further, if the stem pressing force is detected by the load cell instead of being calculated from the engagement hydraulic pressure command value, the variation in the stem reaction force due to the variation in the actual hydraulic pressure with respect to the command hydraulic pressure caused by individual differences of hydraulic control valves, temperature conditions, etc. Control can also be performed without being affected.

Next, the control examples of FIGS. 24, 26, and 27 (thirteenth,
14th and 15th control examples) will be described. These control examples are, in comparison with the control examples described above, the coefficients (μ value) that relate the engaging force and the engaging capacity of the friction element in the controlled friction element to the equations 1 to 6 described above. Whereas it was calculated based on the corresponding formula, the μ value of the friction element was prepared in advance as data associated with the sliding speed of the friction element and stored in the memory circuit of the controller. The sliding speed of the friction element is detected, and the μ value corresponding to the detected sliding speed is obtained from the above data so that it can be used for calculating the fastening force command value.

That is, according to the control example of the above-mentioned embodiment, the friction element for judging the situation according to the running state of the vehicle or the operating state of the engine and for connecting / disconnecting the rotational force when the predetermined condition is satisfied. Means for calculating and instructing the fastening force of the friction element from the required fastening volume and a coefficient relating the fastening volume and the fastening force of the friction element, and the friction element based on the instruction. Means for adjusting the fastening force, means for directly or indirectly detecting the fastening force of the friction element, and output shaft torque of the friction element or output of a transmission rear contacted with the output shaft of the friction element If the means for directly or indirectly detecting the shaft torque and the means for detecting the output shaft speed of the friction element or the output shaft torque of the transmission are provided, the output shaft speed of the transmission is detected. And the output of the transmission When the means for detecting the torque and the rotational speed of the output shaft are provided, the means for detecting the gear position or the gear ratio of the transmission and the means for detecting the slip of the friction element are provided. It is provided with parameters relating to the transmission and means for detecting the output shaft torque of the transmission, the output shaft rotation speed, and the gear position or gear ratio of the transmission when the vehicle is in the engaged state and slipping occurs. In this case, a coefficient relating the engaging force and the engaging capacity of the friction element is calculated from the parameter relating to the transmission, and the engaging means stored in the means for calculating the engaging force from the engaging capacity of the friction element is stored by the coefficient. Update the coefficient that relates the capacity and the fastening force,
In the case of an automatic transmission, the situation is determined according to the running state of the vehicle, the operating state of the engine, and the operating state of the automatic transmission, and when the prescribed conditions are satisfied, the required engagement capacity of the friction element is calculated. Means for calculating and commanding the fastening force of the friction element from the fastening capacity and a coefficient relating the fastening capacity of the friction element and the fastening force, and means for adjusting the fastening force of the friction element based on the command , Means for directly or indirectly detecting the fastening force of the friction element, means for directly or indirectly detecting the output shaft torque of the automatic transmission, and detection of the output shaft rotational speed of the automatic transmission Means, a means for detecting a gear position or a gear ratio of the automatic transmission, and a means for detecting slippage of the friction element, and when the friction element is in an engaged state and slippage occurs, From parameters related to automatic transmission A coefficient relating the fastening force and the fastening capacity of the friction element is calculated, and the coefficient for relating the fastening capacity and the fastening force stored in the means for calculating the fastening force from the fastening capacity of the friction element is updated by the coefficient. Therefore, the coefficient relating the fastening force and the fastening capacity is calculated at any time,
By calculating the engagement capacity of the friction element from the target engagement capacity using the coefficient, it is possible to accurately control the starting clutch and the friction element during shifting, and also when the control of the next friction element is started. While it is possible to obtain the engagement capacity of the friction element, in the forms according to the control examples of FIGS. 24, 26, and 27, the friction coefficient according to the slip speed is used when calculating the engagement hydraulic pressure. By doing this,
The fastening capacity is accurately controlled to prevent an uncomfortable shock at the time of shifting or starting and a feeling of extension due to a decrease in driving force.

In the engagement capacity control, basically, similarly, the engagement capacity of the friction element when the friction element slides is calculated from the engagement capacity command value and the parameters such as the friction coefficient of the friction element. It is possible to control by outputting the value as a command value to the fastening force adjusting means of the friction element. Specifically, when controlling the fastening capacity of the target friction element, for example, the fastening capacity command From the value, the effective area of the friction element, and if the friction element has a return ring, calculate the engagement hydraulic pressure command value of the friction element from the return ring force and the friction coefficient of the friction element, The engaging hydraulic pressure is controlled by outputting the engaging hydraulic pressure command value to the hydraulic control valve, thereby controlling the engaging capacity. In this case, the device includes means for detecting the sliding speed of the friction element. The friction coefficient data of De - array-like de as a friction coefficient versus sliding velocity characteristics with data - with the data.

First, referring to FIG. 24 (thirteenth control example), this is an example of such a form, and a program example in the case of being applied to the control of the starting clutch is shown. In the program of this example, as mentioned earlier, the calculation of the engagement force command value and the output process based on it are also shown, and the program is executed at regular time intervals (this point is the same in other control examples as well. is there)
. In the figure, in the signal measurement of step 201, the clutch input shaft speed N _in and the clutch output shaft speed N _out are measured, and the slip speed N _S is calculated from them in the next step 202.
Calculate with N _S = N _in −N _out .

In the subsequent processing, based on the slip velocity N _S value,
The corresponding friction coefficient is obtained from the preset friction coefficient-slip velocity characteristics. Here, the friction coefficient μ data is
As shown in FIG. 25 as an example of the characteristic tendency, and as shown below as an example of the specific numerical value setting, it is used as array data, and the corresponding μ value is obtained using this.

Sliding speed N _S (rpm) Friction coefficient μ 200 0.180 400 0.170 600 0.161 800 0.153 1000 0.146 1200 0.140 1400 0.135 1600 0.131 1800 0.128 2000 0.126

That is, in step 203, as described above,
Of friction coefficient vs. slip velocity array data, N₁<N_S
<N₂Sliding speed value N₁, N₂And the corresponding friction coefficient
Value μ ₁, Μ₂ And from these, in step 204,
The following formula, μ_S= {(Μ₁-Μ₂) / (N₂−N₁)} ・ (N₁− N_S) ----- 7 Performs linear interpolation to detect slip velocity N_SFriction against
Coefficient μ_STo get Thus, the friction coefficient μ_SI asked
From step 205 and 206, calculate and output the fastening force command value.
The process is executed to control the engagement capacity.

The control of the fastening capacity is performed as described above.
Coupling capacity command value, friction coefficient and other required parameters
Calculate the tightening force from the
It can be done by outputting it as an official price. That
Therefore, here, in step 205,_S
Value, target engagement capacity T, and total clutch effective area A
_C, Clutch effective diameter R_C, Return spring force F, and
And hydraulic piston effective diameter A _PFrom the following equation, P ＝ (1 / μ_S) ・ (1 / A_P・ R_C) ・ T + (F / A_C) ----- 8 is used to calculate the value P, which is used as the engagement hydraulic pressure command value.
Fastening hydraulic pressure control means in step 206 (fastening hydraulic pressure control device)
Output process to and ends the process for 1 control cycle
To do. Repeat the above cycle when the clutch slips,
Control the fastening capacity. The control is similar to that of the above-mentioned form.
It is done in real time.

Thus, according to this control example, the friction coefficient value of the friction element (clutch in this example) is used as an array of data in association with the sliding speed of the friction element (clutch), and when the engagement hydraulic pressure is calculated, The slip speed of the friction element (clutch) is detected from the difference between the slip speed of the friction element (clutch) obtained by measuring the input shaft rotation speed and the output shaft rotation speed of the friction element, and the slip speed is determined according to the slip speed. The friction coefficient can be used. Therefore, by using the friction coefficient according to the sliding speed, the fastening capacity can be accurately controlled regardless of the size of the sliding speed. Compared to the case where a constant value is used as the friction element used to calculate the engagement hydraulic pressure regardless of the sliding speed, in that case, when the friction element greatly depends on the sliding speed, The actual friction element is largely displaced, and as a result, the actual engagement capacity obtained with respect to the desired engagement capacity is largely deviated, but such a situation can be avoided.

FIG. 26 shows another control example (14th control example), which is an example applied to the control of the shift control clutch of the automatic transmission. Similarly, apparatus is provided with a means for detecting the sliding speed of the friction element to be applied, the friction coefficient versus sliding velocity characteristics corresponding to the friction element (.mu. N _S) as an array-like de - having a motor. In this case, as shown in the figure, the automatic transmission input shaft rotation speed is used as the signal measurement process.
N _in and the automatic transmission output shaft speed N _out are measured (step 201a), and then the slip speed N _S is calculated from these and a coefficient α ₁ determined by the gear configuration of the transmission, N _S = N _in −
It is calculated by (1 / α ₁ ) · N _out . Other processes and procedures after step 203 are the same as in the case of the 13th control example of FIG.

Also in the case of this example, the same effect as the 13th control example can be obtained by applying to the control of the shift control clutch of the automatic transmission. The clutch engagement capacity is controlled in real time, and by using the friction coefficient according to the slip speed, it is possible to accurately control the engagement capacity regardless of the size of the slip speed. Prevents shock and feeling of delay.

FIG. 27 shows still another control example (15th control example).
You This is because the control of this embodiment is a shift control van for an automatic transmission.
It is an example of a program when applied to a drive break. Ste
In step 201b, as the signal measurement processing by this step
Is the output shaft speed N of the automatic transmission_outIs measured and the
202b, depending on the gear configuration of the transmission
From the coefficient β, the slip speed N_STo N_S= (1 / β) ・ N_outTo
Ask more. Then, similar to the 13th and 14th control examples
By its slip velocity N_SAgainst μ _SObtain the value (
203,204), and in the next step 205b, obtain the value P above.
Was μ_SValue, target fastening capacity T, effective brake diameter R_b, Van
Winding angle θ, hydraulic piston effective diameter R_PFrom these
Function P = f (μ_S, T, θ, R_b, R_P) As
It is output as a command value in step 206. This makes the band
When controlling the brake, control it in real time.
Run. Thus, when the friction element is a band brake
Also, according to this example, the friction coefficient μ_SSliding value
Accurately control fastening capacity as a function of speed
be able to.

Although the present invention has been described with reference to particular embodiments, variations, etc., it is not limited thereto. For example, each control example has been described as being independent, but two or more of them may be combined and implemented. In this case, the coefficient updating and the characteristic data may be combined. Further, the target friction element and the mechanism for adjusting the fastening force thereof are not limited to those shown in the drawings.

[0070]

According to the present invention, the friction element sliding speed is obtained by constantly obtaining the coefficient relating the fastening force and the fastening capacity of the friction element or based on the preset coefficient vs. sliding speed characteristic data. By using the friction coefficient according to, it is possible to obtain the engagement capacity of the friction element with high accuracy even during the control of the starting clutch, the control of the friction element at the time of shifting, and the start of the control of the next friction element. .. Claim
In 1, when the friction element is slipping, the coefficient calculating means calculates and updates the coefficient applied to the fastening force calculation by using the parameters related to the friction element. It is possible to appropriately and accurately control the engagement capacity of the friction element even during control by obtaining the coefficient relating the engagement force of and the engagement capacity of the friction element at any time when the friction element is slipping. In the case of an automatic transmission, when the friction element is slipping, the coefficient applied to the engagement force calculation is calculated by using the parameter related to the automatic transmission according to the parameter related to the automatic transmission. The coefficient calculation means calculates and updates the coefficient, and similarly, a coefficient relating the engaging force and the engaging capacity of the friction element can be obtained at any time when the friction element is slipping. Elements of the The fastening capacity can be controlled appropriately and accurately. In the case of claim 10, the coefficient has a coefficient vs. sliding speed characteristic data set in advance according to the value of the sliding speed of the friction element, and the sliding speed of the friction element is determined according to the characteristic data. By detecting the coefficient value according to the detected slip speed and applying it to the fastening force calculation, the coefficient according to the friction element slip speed based on the coefficient-slip speed characteristic data is used to determine the magnitude of the slip speed. Regardless of the above, the fastening capacity can be controlled accurately. Further, in the present invention, in the case of updating the coefficient, as described in claim 3, the friction element engaging force and the friction element output shaft torque are used as the parameters, or further the friction element is used as the parameters relating to the friction element. The time derivative of the output shaft speed or the amount of change per unit time and the equivalent inertia moment around the output shaft of the friction element are added as parameters to realize accurate control of the engagement capacity of the friction element. Further, as described in claim 4, as parameters related to the automatic transmission, friction element fastening force and automatic transmission output shaft torque are used as parameters, or further automatic transmission. Similarly, the above can be realized by adding the time derivative of the output shaft speed or the amount of change per unit time and the equivalent inertia moment around the output shaft of the automatic transmission as parameters. Can. In addition, the detection of slip of the friction element,
According to a fifth aspect of the present invention, both rotations are performed by using an input shaft rotation speed detecting means for detecting the input shaft rotation speed of the friction element and an output shaft rotation speed detecting means for detecting the output shaft rotation speed of the friction element. Input shaft speed detecting means for detecting slippage or friction input element speed detection, and output shaft speed for detecting the output shaft speed of the transmission that comes in contact with the friction element output shaft. Using the detection means and the detection means for detecting the gear position of the transmission, the friction element input shaft rotation speed and a value obtained by multiplying the transmission output shaft rotation speed by the gear ratio corresponding to the gear position An input shaft rotation speed detecting means for detecting slippage or an input shaft rotation speed of the automatic transmission, an output shaft rotation speed detecting means for detecting an output shaft rotation speed of the automatic transmission, and a transmission of the transmission. Using the detection means to detect the gear position,
The slip is detected by the difference between the input speed of the automatic transmission and the output speed of the output shaft of the automatic transmission multiplied by the gear ratio corresponding to the gear position, and the above control is similarly realized. be able to. Further, the friction element fastening force can be detected by inputting a command value to the fastening force adjusting means as described in claim 6 or by using a hydraulic pressure sensor for the hydraulic pressure that provides the fastening force. it can. Furthermore, claim 7
As described above, the above-mentioned control can be realized by using a friction clutch and a band brake as the controlled friction elements and adjusting the fastening force with a hydraulic piston. Further, in the case of a band break, as described in claim 8, the fastening force is detected by a load cell for detecting the axial force of the anchor of the band break,
Using a hydraulic sensor that measures the hydraulic pressure of the servo piston,
Alternatively, the above control can be appropriately realized by using an anchor of the band break and a load cell for detecting the axial force of the stem. Further, as described in claim 9, the torque can be detected by using a torque sensor to realize the above control.

[Brief description of drawings]

FIG. 1 is a conceptual diagram of a control device of the present invention.

FIG. 2 is likewise a conceptual diagram of the control device of the present invention.

FIG. 3 is likewise a conceptual diagram of the control device of the present invention.

FIG. 4 is a model diagram showing an example of a control target system to which the control of the present invention can be applied.

FIG. 5 is a model diagram of an example of an automatic transmission as another example to which the control of the present invention can be applied.

FIG. 6 is a diagram showing an example of a mechanism for adjusting the engagement force of a clutch.

FIG. 7 is a diagram showing an example of a band break mechanism.

FIG. 8 is a system diagram showing an embodiment of the present invention.

FIG. 9 is also a system diagram showing another embodiment.

FIG. 10 is a functional block diagram showing an example of control contents when applied to an automatic transmission.

FIG. 11 is a flow chart showing an example for a control signal output process as a control program executed by a controller.

FIG. 12 is a program flow chart showing an example of the content of friction coefficient value calculation update processing as a control program executed by a controller.

FIG. 13 is a program flow chart showing another example for the same processing.

[FIG. 14] Similarly, a program flow showing another example.
It's a chart.

FIG. 15 is a program flow diagram showing still another example.
It's a chart.

FIG. 16 is a program flow showing still another example.
It's a chart.

FIG. 17 is a program flow diagram showing still another example.
It's a chart.

FIG. 18 is a program flow diagram showing still another example.
It's a chart.

FIG. 19 is a program flow diagram showing still another example.
It's a chart.

FIG. 20 is a program flow diagram showing still another example.
It's a chart.

FIG. 21 is a program flow diagram showing still another example.
It's a chart.

FIG. 22 is a program flow diagram showing still another example.
It's a chart.

[FIG. 23] Similarly, a program flow showing another example.
It's a chart.

FIG. 24 is a program flow chart showing an example of control contents when a friction coefficient-slip velocity characteristic is used as a control program executed by a controller.

FIG. 25 is a diagram showing an example of the same characteristic.

FIG. 26 is a program flow chart showing another example of control contents when the friction coefficient vs. sliding speed characteristic is used.

FIG. 27 is a program flow diagram showing still another example.
It's a chart.

FIG. 28 is a block diagram showing a relationship between respective functions and means in an example of a control system in the case where the controlled friction element is a clutch, which is a diagram for explaining the friction element control.

[Explanation of symbols]

 1 engine 2 clutch 3 transmission 4 clutch input shaft 5 clutch output shaft 6 transmission output shaft 7 torque sensor 8 automatic transmission input shaft 11 torque converter 12 transmission gear mechanism 13 automatic transmission output shaft 16 high clutch 17 reversing clutch 18 band brake 19 low-reverse brake 20 overrun clutch 21 forward clutch 22,23 one-way clutch 30 hydraulic piston 31 drive clutch 32 driven plate 33 hydraulic cylinder 34 hydraulic control valve 35 hydraulic sensor 40 band support − Bo 41 Hydraulic piston 47 Brake band 49 Stem 50 Anchor 51 Load cell 60 Controller 61 Fastening hydraulic pressure control unit 62 Control information detection unit 63 Control valve unit 64 Automatic transmission input shaft speed sensor 65 Automatic transmission output shaft rotation Number sensor 66 Automatic transmission output shaft torque sensor

Claims (10)

[Claims] 1. A vehicle having an engaging force adjusting means for adjusting an engaging force of a friction element capable of controlling transmission / interruption of rotational force based on an input command value, a detecting means for detecting slippage of the friction element, and a friction element. Detecting means for detecting the parameters related to the friction element, the target value of the engagement capacity of the friction element, and the coefficient for associating the engagement capacity of the friction element with the engagement force to calculate the engagement force of the friction element. As a means to instruct the force adjusting means,
According to the output from each of the detection means, when the friction element is slipping, using the parameters related to the friction element, calculate the coefficient applied to the fastening force calculation,
A friction element control device comprising: a fastening force calculation means having a coefficient calculation means for updating. 2. A vehicle having an engagement force adjusting means for adjusting an engagement force of a friction element for realizing a shift of an automatic transmission based on an input command value, and a detecting means for detecting slippage of the friction element, and an automatic transmission. The engaging force adjusting means for calculating the engaging force of the friction element based on the detecting means for detecting the parameter, the target value of the engaging capacity of the friction element, and the coefficient relating the engaging capacity of the friction element and the engaging force. As a means to instruct
According to the output from each of the detection means, when the friction element is slipping, using the parameters relating to the automatic transmission, calculating the coefficient applied to the engagement force calculation,
A friction element control device comprising: a fastening force calculation means having a coefficient calculation means for updating. 3. A parameter relating to a friction element used for coefficient calculation, a means for directly or indirectly detecting a fastening force of the friction element, and an output shaft torque of the friction element directly or indirectly. And a means for detecting the friction element fastening force,
The friction element output shaft torque is used as a parameter, or means for detecting the output shaft rotation speed of the friction element is provided, and in addition to the friction element fastening force and the friction element output shaft torque, the friction element output shaft 2. The friction element control device according to claim 1, wherein one of the parameters is a time differential value of the number of revolutions or a change amount per unit time, and an equivalent inertia moment around the friction element output shaft is a parameter. .. 4. A parameter relating to an automatic transmission used for coefficient calculation, which directly or indirectly detects a fastening force of a friction element and an output shaft torque of the automatic transmission. And means for indirectly detecting the friction element fastening force and the automatic transmission output shaft torque as parameters, or further for detecting the output shaft rotation speed of the automatic transmission. In addition to the frictional element fastening force and the output shaft torque, whether the time differential value of the output shaft rotational speed or the amount of change per unit time and the equivalent inertia moment around the output shaft are used as parameters. The friction element control device according to claim 2, wherein the friction element control device is any one of them. 5. The means for detecting slippage of the friction element includes an input shaft speed detecting means for detecting an input shaft speed of the friction element, and an output shaft speed detecting means for detecting an output shaft speed of the friction element. To detect slippage based on the difference between the two rotation speeds, or to detect the input shaft rotation speed of the friction element and the output shaft rotation of the transmission that comes in contact with the output shaft of the friction element. The output shaft rotational speed detecting means for detecting the number and the detecting means for detecting the gear position of the transmission are used, and the friction element input shaft rotational speed and the transmission output shaft rotational speed correspond to the gear position. The slip is detected by the difference from the value multiplied by the gear ratio, or the input shaft rotation speed detection means for detecting the input shaft rotation speed of the automatic transmission and the output for detecting the output shaft rotation speed of the automatic transmission. A shaft rotation speed detecting means and a detecting hand for detecting the gear position of the transmission. Whether the slip is detected by the difference between the automatic transmission input shaft rotation speed and the value obtained by multiplying the automatic transmission output shaft rotation speed by the gear ratio corresponding to the gear position. The control device for the friction element according to claim 1 or 2, which is either one of them. 6. The means for detecting the frictional element engaging force, which is a parameter, according to any one of claims 1 to 5, is configured by inputting a command value to an engaging force adjusting means, or A control device for the friction element, which is either a hydraulic pressure sensor for giving a force. 7. The friction element control device according to claim 1, wherein the friction element is a friction clutch and / or a band brake, and the engagement force adjusting means includes a hydraulic piston. 8. As a means for detecting the fastening force of the friction element, a load cell for detecting the axial force of the anchor of the band brake and a hydraulic sensor for measuring the hydraulic pressure of the servo piston are used, or The friction element control device according to claim 7, wherein a load cell for detecting the axial force of the anchor and the stem is used. 9. The friction element control device according to claim 3, wherein a torque sensor is used to detect the torque. 10. A fastening force adjusting means for adjusting a fastening force of a target frictional element based on an input command value for a frictional element capable of controlling transmission / interruption of rotational force or a frictional element for realizing gear shifting of an automatic transmission. In a vehicle having a friction element, a slip speed detecting means for detecting a slip speed of the friction element, a target value of the engagement capacity of the friction element, and a fastening force of the friction element based on a coefficient relating the engagement capacity of the friction element and the fastening force. To a means for instructing the fastening force adjusting means,
The coefficient has a coefficient versus slip speed characteristic data set in advance according to the value of the slip speed, and a coefficient value corresponding to the slip speed detected by the slip speed detecting means is obtained according to the characteristic data. A friction element control device, comprising: a fastening force calculation means applied to a fastening force calculation.