JPH08303567A - Automatic transmission control device - Google Patents

Abstract

PURPOSE: To enable oil pressure levels to be different at every pitch width of three elements, engine speed, throttle opening, and vehicle speed. CONSTITUTION: Two sorts of data maps in which oil pressure levels set at every combination of the pitch width of throttle opening with the pitch width of vehicle speed are accumulated in response to distinction between a drive territory and a coast territory in the memory part 13M of an automatic transmission control unit 12. Distinction between a drive territory and a coast territory is discriminated from combination of the engine speed with the throttle opening at every moment, and the corresponding map is selected. Fine pitch width can be set on the engine speed, the throttle opening, and the vehicle speed even against the limited number of data of oil pressure levels.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission control device for changing the hydraulic level of an automatic transmission or the like according to the running state of an automobile or the load state of an engine.

[0002]

2. Description of the Related Art Solenoid valves (hereinafter solenoids) are used in automatic transmissions.
An electronically controlled automatic transmission that is equipped with an electronically controlled vehicle and that adjusts variables related to gear shifting operation, such as gears, hydraulic pressure level, time constant and timing of gear shifting operation by inputting an electric signal from the outside, has been put into practical use. An automatic transmission equipped with a solenoid can surely and quickly shift the operating state of the automatic transmission to various states. In addition, since it is possible to perform program control using a control device that incorporates an arithmetic unit, if the operating state of the automatic transmission is set finely by changing the program and various constants, it is possible to determine the running state of the vehicle and the load state of the engine. It is possible to obtain optimum performance from the automatic transmission. Here, the running state of the car is
Vehicle speed, steering operation, frequency and level of acceleration / deceleration, road surface condition, etc. Engine load condition includes engine speed, throttle opening, accelerator pedal depression amount, torque of input / output shaft of engine and automatic transmission, etc. Treated as.

Japanese Unexamined Patent Publication No. 1-266352 discloses a technique for finely adjusting the hydraulic pressure level supplied to a fastening element (clutch or brake) built in an automatic transmission to suit the running state of an automobile or the load state of an engine. Shown.
Here, by controlling the hydraulic pressure level as described below, both suppression of gear shift shock and reduction of wear of the fastening element are achieved, and quick and smooth gear shift is achieved.

(1) The hydraulic pressure level supplied to the fastening element of the automatic transmission is executed by increasing or decreasing the duty value of the continuous pulse for driving the duty solenoid mounted on the automatic transmission. One of the innumerable duty values that are mapped and stored in the storage element is selected according to the combination of the vehicle speed and the throttle opening. (2) In a normal state in which the same gear is maintained, the hydraulic pressure level is set according to the throttle opening. (3) The transient hydraulic pressure control is performed in the process of changing the gear stage (during gear shifting). The clutch engagement is started with the hydraulic pressure level lowered, and the hydraulic pressure level is gradually increased after the engagement is started and returned to the normal level after the engagement is completed. Then, the timing of the transient hydraulic pressure control is determined by detecting the gear ratio of the automatic transmission. (4) The hydraulic pressure level at each stage in the transient hydraulic pressure control is adjusted according to the throttle opening and the vehicle speed. (5) The drive area in which the engine transmits power in the direction in which the automatic transmission is driven and the coast area in which the engine cannot drive the automatic transmission are in a idling state, and the drive area and the coast area are shifted. The setting of the hydraulic pressure level at each stage in the transient hydraulic pressure control is changed.

[0005]

FIG. 7 is an explanatory diagram of the relationship between the vehicle speed and the size of the step size of the throttle opening and the number of data. In FIG. 7, (a) and (b) show the relationship between the vehicle speed, the throttle opening, the engine torque, and the clutch pressure. In contrast to the engine torque characteristic shown by the curve, the clutch pressure characteristic has a stepwise shape. Also, (c) and (d) are
It is map data of the set pressure for every combination of the vehicle speed and the throttle opening of (a) and (b). FIG. 7B
In the control 2 of FIG. 7, the hydraulic pressure level P is set for each fine step width of the vehicle speed V and the throttle opening TH as shown in FIG.
(One for each square) is set. In the control 2, the step size of the change of the vehicle speed V and the throttle opening TH is set finely, and the clutch pressure changes finely in a stepwise manner, so that it does not deviate from the ideal engine torque indicated by the broken line.

On the other hand, in the control 1 of FIG. 7A, the hydraulic pressure level P is set for each large step width of the vehicle speed V and the throttle opening TH as shown in FIG. 7C. In the control 1, since the step size of the change of the vehicle speed V and the throttle opening TH is set to be large, and the clutch pressure changes greatly in a stepwise manner, the right end of the step size is far from the ideal engine torque indicated by the broken line. Therefore, a shift shock may occur. However, in the control 1, since the number of set values of the hydraulic level P is small, there is an advantage that the capacity of the storage element for storing the set value of the hydraulic level P can be smaller than that of the control 2.

In the technique disclosed in Japanese Patent Laid-Open No. 1-266352, the set value of the hydraulic pressure level (duty value of the duty solenoid) is determined for each combination of the predetermined step size of the throttle opening and the predetermined step size of the vehicle speed. In comparison with the case where the set value of the hydraulic pressure level is determined for each predetermined step size of the throttle opening, the number of data set in advance and prepared in the storage element increases in a multiplier. Therefore, if the capacity of the memory element that can be used is limited, it is necessary to increase the throttle opening and the step size of the vehicle speed to reduce the number of data. However, if the step size is increased, the fineness of the setting will be impaired, and the set value of the hydraulic pressure level will deviate from the ideal value at the end of the step size, preventing the shift shock and reducing the wear of the fastening elements insufficiently. Become.

Further, in the technique disclosed in Japanese Patent Laid-Open No. 1-266352, an idle switch, which is a kind of limit switch for detecting the minimum level of the throttle opening, is O.
Only the case of N is regarded as the coast area, and the state where the idle switch is turned off is regarded as the drive area. However, as will be described later, as the engine speed increases, the coast area extends to a considerably high throttle opening, whereas in that area, the drive area is set with the idle switch turned off. I will end up.

Further, in an automatic transmission including a fluid coupling such as a torque converter and an automatic transmission unit having a plurality of gear ratios, the automatic transmission obtained from the gear ratio and the vehicle speed (the rotation speed of the output shaft of the automatic transmission). There is a coast region where the actual engine speed is lower than the input shaft speed of. Since this coast region is a state where the engine cannot drive the automatic transmission, that is, the engine is idling, in order to identify the coast region, the engine no-load speed and the actual engine speed corresponding to the throttle opening are to be identified. It suffices to compare and determine the engine speeds. For example, if the actual engine speed is higher than the no-load speed, it means that the output is taken out from the engine, and thus it is in the drive range.

According to the present invention, the drive region / coast region can be accurately discriminated even in the high engine speed region,
It is an object of the present invention to provide an automatic transmission control device that can handle a small amount of data although it is possible to appropriately and finely set the hydraulic pressure level and the like.

[0011]

According to a first aspect of the present invention, operation information reflecting an engine load is taken every moment, and control of an automatic transmission is performed based on the operation information and at least one of vehicle speed and engine speed. In an automatic transmission control device that determines a constant, a drive region in which the engine transmits power in a direction to drive the automatic transmission and an idling state in which the engine cannot drive the automatic transmission (from the automatic transmission side to the opposite side) 2 of the control constants determined in correspondence with each of the coast regions (transmitting power in the driven direction)
Storage means for storing maps of at least types; identification means for detecting the operation information and engine speed to identify whether the drive state of the engine is in the drive area or the coast area; and the storage means Stored in 2
Setting means for selecting one of the maps of more than one kind according to the identification result of the identifying means to obtain the control constant is provided.

According to a second aspect of the present invention, the control constant in the first aspect is one of a constant corresponding to a hydraulic pressure controlled by a duty solenoid of the automatic transmission and a constant corresponding to a timing for changing the hydraulic pressure. At least one.

According to a third aspect of the present invention, in the configuration of the second aspect, the two types of maps are constant maps corresponding to a total of four types of hydraulic pressures that are classified corresponding to a shift time and a normal time. In addition, the setting means sets one of the maps corresponding to the total of four types of the hydraulic pressure by discriminating whether the automatic transmission is in a shift state or in a normal state.

According to a fourth aspect of the present invention, in the configuration of the second or third aspect, the storage means has a first timing setting map that determines a timing of the change in the hydraulic pressure in the drive area at the time of the gear shift, and at the time of the gear shift. For determining the timing of change in the hydraulic pressure in the coast region of
And a timing setting map, wherein the setting means sets one of the first timing setting map and the second timing setting map in accordance with the distinction between the drive region and the coast region at the time of shifting.

[0015]

In the automatic transmission control device according to the first aspect, the drive range / coast range is distinguished from the combination of the operation information (throttle opening or accelerator pedal depression amount) and engine speed. The map of the hydraulic pressure set value determined according to the vehicle speed may be of two types as in the case of corresponding to ON-OFF of the idle switch, and moreover, the coast region can be identified even in the region of the throttle opening at which the idle switch is turned off.

According to another aspect of the automatic transmission control device of the present invention, at least one of the hydraulic pressure level supplied to the fastening element of the automatic transmission or the hydraulic pressure level switching timing at each stage in the transient hydraulic pressure control is mapped from the storage means. The operation for calling and setting the set value is executed.

According to another aspect of the automatic transmission control device of the present invention, the storage means stores four types of hydraulic pressure level set value maps for normal operation in the drive area, normal operation in the coast area, speed change in the drive area, and speed change in the coast area. One map is stored in advance, and one map is selected according to the combination of the distinction between shift / normal and the distinction between the drive area / coast area.

According to another aspect of the automatic transmission control device of the present invention, the first and second timing setting maps capable of retrieving the setting value of the hydraulic pressure level switching timing in the transient hydraulic pressure control are stored in the storage means, and the drive area / coast is set. One is selected according to the distinction of the areas.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hydraulic control in an automatic transmission according to an embodiment will be described with reference to FIGS. 1 is an explanatory diagram of the configuration of a control system of an automatic transmission, FIG. 2 is a flowchart of processing in an automatic transmission control unit, FIG. 3 is a diagram for identifying a drive area / coast area, and FIG. 5 is an explanatory view of transient hydraulic pressure control, and FIG. 6 is an explanatory view of hydraulic control applied during gear shifting. In FIG. 4, (a) is the hydraulic pressure setting applied to the normal drive region, and (b) is the hydraulic pressure setting applied to the normal coast region. In FIG. 6, (a) is a hydraulic pressure setting applied to a drive region during a gear shift, (b) is a hydraulic pressure setting applied to a coast region during a gear shift, and (c) is a timing applied to a drive region during a gear shift. Settings (d) are timing settings applied to the coast area during gear shifting.

In FIG. 1A, an electronically controlled automatic transmission 12 is connected to an engine 11 of an automobile. The automatic transmission 12 is equipped (built-in) with two or more shift solenoids 17 and one or more duty solenoids 16,
By changing the ON-OFF combination of the shift solenoid 17, it is possible to perform a five-stage gear shift of four forward gears and one reverse gear. The shift mode executed by using these shift speeds, namely, drive, neutral, reverse, and manual 1
The speed and the like are set by the driver operating the shift lever 23. The throttle valve 21 of the engine 11 changes the throttle opening TH according to the amount of depression of the accelerator pedal 22 by the driver. With the throttle sensor 14 attached to the throttle valve 21, the throttle opening T
H is measured. The engine speed Ne is measured by the rotation sensor 15 arranged close to the output shaft of the engine 11. Rotation sensor 1 arranged on the output side of the automatic transmission 12
The vehicle speed V is detected by 8.

The automatic transmission control unit 13 is
The switching operation of the shift stage of the automatic transmission 12 is set according to the shift mode set by the shift lever 23.
When the drive mode is set to the shift lever 23,
The throttle opening TH and the vehicle speed V are detected every moment, and a predetermined automatic shift process is executed. Here, the storage unit 13M of the automatic transmission control unit 13 is a shift map in which the first speed, the second speed, the third speed, and the fourth speed are assigned from the low speed side in correspondence with the region of the combination of the throttle opening TH and the vehicle speed V. And the throttle opening T that is measured moment by moment
The shift is started each time the combination of H and the vehicle speed V exceeds the boundary line (shift line) of the region.

The transmission of the automatic transmission 12 is performed by the automatic transmission 12
The combination of engagement / release of a plurality of engagement elements (clutch and brake) built in is switched and executed. Each fastening element is an ON-OF of the shift solenoid 17.
It is driven by the hydraulic pressure supplied / cut off according to the F combination. Also, the hydraulic pressure level supplied to the fastening element is
The duty value of the duty solenoid 16 that repeats ON-OFF is increased or decreased to induce a predetermined hydraulic pressure level. Then, during normal times until the start of gear shift, the duty value is fixed and a constant hydraulic pressure level is maintained, but during gear shift in which the switching of the fastening elements is executed, the hydraulic pressure level is changed at each stage after the start of gear shift. Executes transient hydraulic pressure control. By adjusting the engagement speed of the engagement element and the engagement force in the half-clutch state through the transient hydraulic pressure control, it is possible to realize a speedy shift in which shift shock is alleviated.

Adjustment of the hydraulic pressure level by the duty solenoid 16 will be described with reference to FIG. The automatic transmission control unit 13 stores two types of hydraulic control patterns and timing control patterns 105 corresponding to the drive area / coast area discrimination in the storage unit 13M. The automatic transmission control unit 13 executes throttle opening detection 101 using the output of the throttle sensor 14 and engine speed detection 102 using the output of the rotation sensor 15. Then, a drive / coast determination 103 for identifying whether the automatic transmission 12 is in the drive state (power-on state) or the coast state (power-off state) based on the obtained throttle opening TH and engine speed Ne is executed. . Further, a normal time / shift time determination 104 is performed to identify whether or not the present time corresponds to a shift period from shift determination to shift start to shift end.

The automatic transmission control unit 13 is
Control pattern selection 10 for selecting a control pattern that matches the determination results of the drive / coast determination 103 and the normal / shift determination 104 from the hydraulic control pattern and the timing control pattern 105 stored in the storage unit 13M.
6 is executed. Automatic transmission control unit 13
Executes the line pressure adjustment 107 for operating the duty solenoid 16 using the selected hydraulic pressure control pattern and timing control pattern. Line pressure adjustment 107
The hydraulic pressure whose hydraulic level has been adjusted by the automatic transmission 1
It is supplied to various fastening elements 108 of the speed change mechanism 100 incorporated in the No. 2.

The processing of FIG. 1B in the automatic transmission control unit 13 is executed in the procedure shown in FIG. 2 in this embodiment. In step 121, the throttle opening TH, the engine speed Ne, and the state of the automatic transmission (normal / shift) are detected and fetched as data. In step 122, the distinction between normal time / shift is discriminated, and if normal, the routine proceeds to step 123, and if it is a shift period, the routine proceeds to step 124.

In step 123, it is determined whether or not the current combination of the throttle opening TH and the engine speed Ne is in the drive range on the map of FIG. If it is the drive area, the routine proceeds to step 125, but if it is not the drive area, the routine proceeds to step 127. In step 125,
The hydraulic pressure setting using the hydraulic control pattern of the normal hydraulic control 1 shown in FIG. 4A is executed. Step 12
7, the hydraulic pressure setting using the hydraulic control pattern of the normal hydraulic control 2 shown in FIG. 4B is executed.

In step 124, it is determined whether or not the current combination of the throttle opening TH and the engine speed Ne is in the drive range on the map of FIG. If it is the drive area, the routine proceeds to step 126, but if it is not the drive area, the routine proceeds to step 128. In step 126,
The transient hydraulic pressure control is executed by using the shift hydraulic pressure control 1 shown in FIG. 6A and the shift timing control 1 shown in FIG. 6C. In step 128, the transient hydraulic pressure control is executed by using the shift hydraulic pressure control 2 shown in FIG. 6B and the shift timing control 2 shown in FIG. 6D.

In the normal drive area, FIG.
The hydraulic pressure level is set using the normal hydraulic control 1 shown in FIG. Here, the hydraulic pressure level supplied to the engagement element of the speed change mechanism is set low in a region where the throttle opening TH is low. This is because in the region where the throttle opening TH is low, the output torque of the engine 11 is low and slip does not occur even if the fastening force of the fastening element is weak. In the normal coast region, the hydraulic pressure level is set using the normal hydraulic pressure control 2 shown in FIG. Engine 11 in the coast area
Is in the idling state, the hydraulic pressure level lower than that in the normal hydraulic control 1 is set.

On the other hand, during gear shifting, transient hydraulic pressure control as shown in FIG. 5 is executed. Time T1 immediately after the start of the actual gear ratio from the shift command, time T2 immediately after the start of the actual shift to immediately before the end of the actual shift, and time T3 immediately before the end of the actual shift to the end of the transient hydraulic control during shifting after the completion of the shift. Hydraulic control. The times T1, T2 and T3 are set by detecting the gear ratio or selecting a preset value.

At this time, in the drive region, the settings of the hydraulic pressure control 1 at the time of shifting and the timing control 1 at the time of shifting in FIG. 6A are applied. On the other hand, in the coast region, the settings of the shift hydraulic pressure control 2 in FIG. 6B and the shift timing control 2 in FIG. 6D are applied. In the transient hydraulic pressure control in the first-second speed upshift, as shown in FIG. 5, the hydraulic pressure level is decreased from the normal level P0 to the contact level P1 at the same time as the shift command, and is held for the time T1. During this period, the engagement element starts to engage and the gear ratio G starts to decrease from the gear ratio G1 for the first speed in the half-clutch state.

After the time T1 has elapsed, the hydraulic pressure level is gradually increased to reach the fixed level P3 over the time T2.
The fixed level P3 is held for the time T3. During this period, the engagement element completes the engagement, and the second gear ratio G2 is achieved. Time T
After the lapse of 3 times, the hydraulic pressure level is returned to the normal level P0. If the throttle opening TH is different before and after the start of gear shifting, the normal hydraulic control 1 in FIG.
The normal level P0 may be different before and after the start of gear shift. Here, the shift times A, B in (c) and (d) of FIG.
C and D are values of the time T1 selected depending on the gear change state (throttle opening, vehicle speed, drive, coast),
It may be T2 or T3 in some cases.

In the transient hydraulic pressure control of the drive region, as shown in FIG. 6 (a), the hydraulic pressure is supplied to the fastening elements of the transmission mechanism as the vehicle speed V increases and as the throttle opening increases. The oil pressure level P3 is raised. Further, as shown in (c) of FIG. 6, during the time T1 from the gear shift command to immediately before the start of the actual gear shift, the throttle opening TH and the vehicle speed V are reduced with respect to the throttle opening TH and the vehicle speed V being A seconds. On the higher side, B seconds longer than A seconds are set.

Further, in the coast region at the time of shifting, as shown in FIG. 6B, a hydraulic pressure level lower than that of the hydraulic control 1 at shifting is set, and as the vehicle speed V increases, The hydraulic pressure level P3 supplied to the fastening element is increased. Further, as shown in (d) of FIG. 6, during the time T1 from the shift command to immediately before the start of the actual shift, the throttle opening TH and the vehicle speed V are reduced with respect to the throttle opening TH and the C second on the side where the vehicle speed V is low. On the higher side, D seconds longer than C seconds are set. By doing so, a quick gear shift is realized over the entire range of the throttle opening TH and the vehicle speed V with a small gear shift shock and a small wear of the fastening element.

According to the hydraulic control of the embodiment, although the hydraulic control according to the combination of the vehicle speed V, the throttle opening TH and the engine speed Ne is performed, the combination of the throttle opening TH and the engine speed Ne is performed. In the two cases, that is, the drive area / coast area is aggregated, the number of data of the hydraulic pressure setting and the gear shift timing setting that should be set and saved in advance depends on the combination of the vehicle speed V and the throttle opening TH. This is almost twice as much as when hydraulic control is performed. Then, no matter how small the increments of the engine speed Ne are, the number of data of the hydraulic pressure setting and the shift timing setting does not increase to more than two types corresponding to the drive area / coast area. Therefore, the storage capacity of the automatic transmission control unit 12 is small, the setting and saving of data are easy, and the time required for searching and calling data in the control process is shortened.

The automatic transmission control unit 1
The storage unit 13M of No. 3 corresponds to the storage means of the invention. Also,
Steps 121, 123, 12 of the flowchart of FIG.
Reference numeral 4 corresponds to the identifying means of the invention, and step 125 and FIG. 4 (a), step 126 and FIG. 4 (b), step 12
7 and (a) and (c) of FIG. 6, step 128 and (b) and (d) of FIG. 4 correspond to the setting means of the invention, respectively.

[0036]

According to the automatic transmission control device of the present invention,
Since the hydraulic pressure setting and the like are made different depending on the distinction between the drive region and the coast region, a quick gear shift in which both the shift shock and the wear of the engagement element are suppressed can be obtained in both the drive region and the coast region. In addition, it is distinguished by simply 0N / OFF of the idle switch.
Compared with the case of Japanese Patent No. 352 publication, the drive region / coast region can be distinguished more accurately in the region of high engine speed, and the hydraulic pressure level and the timing of gear shift control can be made extremely different in correspondence with the drive region / coast region. Even if it occurs, there is no risk of unintentional shift shock occurring in the high engine speed range.

Although the hydraulic pressure level, timing, etc. may differ substantially for each increment of engine speed, the number of hydraulic pressure levels and timing data to be stored in advance is relatively small. I'm done. Therefore, it is necessary to set the capacity of the storage element that stores these data, set the data, evaluate the validity of the data through the operation check and the simulation of the automatic transmission, the time for searching the data in the control process, and the time required for the data search. It is possible to provide a small-sized, lightweight and low-power-consumption automatic transmission control device having an equivalent function by saving the capacity of the arithmetic element and the like.

Further, even if the step size such as throttle opening, vehicle speed, engine speed, etc. is reduced, the increase in the number of data is not a multiplier. Therefore, the step size is reduced within a limited range of the number of data and fine data is obtained. The setting can be performed, and inconvenience such as gear shift shock does not occur at the end of the step width.

[Brief description of drawings]

FIG. 1 is an explanatory diagram of a configuration of a control system for an automatic transmission.

FIG. 2 is a flowchart of processing in an automatic transmission control unit.

FIG. 3 is a diagram for identifying a drive area / coast area.

FIG. 4 is an explanatory diagram of hydraulic control that is normally applied.

FIG. 5 is an explanatory diagram of transient hydraulic pressure control.

FIG. 6 is an explanatory diagram of hydraulic control applied during gear shifting.

FIG. 7 is an explanatory diagram of a relationship between a vehicle speed, a step size of a throttle opening, and the number of data of hydraulic pressure setting.

[Explanation of symbols]

 11 Engine 12 Automatic Transmission 13 Automatic Transmission Control Unit 13M Memory 14 Throttle Sensor 15 Rotation Sensor 16 Duty Solenoid 17 Shift Solenoid 18 Vehicle Speed Sensor 21 Throttle Valve 22 Accelerator Pedal 23 Shift Lever

Claims (4)

[Claims] 1. An automatic transmission control device, wherein operation information reflecting an engine load is taken in every moment, and a control constant of the automatic transmission is determined based on at least one of the operation information, vehicle speed, and engine speed. Two or more types of the above-mentioned control constants corresponding to each of a drive region in which the engine transmits power in a direction in which the automatic transmission is driven and a coast region in which the engine cannot drive the automatic transmission are in a idling state. A storage unit that stores a map, an identification unit that detects the operation information and the engine speed and identifies whether the drive state of the engine is in the drive region or the coast region, and stored in the storage unit. Setting means for selecting one of the two or more types of maps according to the identification result of the identifying means to obtain the control constant; An automatic transmission control device comprising: 2. The control constant is at least one of a constant corresponding to a hydraulic pressure controlled by a duty solenoid of the automatic transmission and a constant corresponding to a timing of changing the hydraulic pressure. 1. The automatic transmission control device according to 1. 3. The two types of maps include a map of constants corresponding to a total of four types of hydraulic pressures, which are classified corresponding to a shift and a normal time, respectively, and the setting means includes the automatic transmission. 3. The automatic transmission control device according to claim 2, wherein one of the maps corresponding to the total of four types of the hydraulic pressure is set by discriminating whether the shift is a shift or a normal time. 4. The storage means defines a first timing setting map that determines the timing of the change in the hydraulic pressure in the drive area during the shift, and a first timing setting map that determines the timing of the change in the hydraulic pressure in the coast area during the shift. A second timing setting map, wherein the setting means sets one of the first timing setting map and the second timing setting map according to the distinction between the drive area and the coast area at the time of shifting. The automatic transmission control device according to claim 2 or 3.