JPS6267354A - Speed change control device for vehicle automatic transmission - Google Patents

Abstract

PURPOSE:To prevent a speed change shock and durable performance from worsening, by detecting a speed change time of an automatic transmission to be compared with a predetermined standard setting time and correcting a control pressure of oil in a hydraulic pressure control means on the basis of the compared result. CONSTITUTION:An automatic transmission M1 provides a speed change time detecting means M3 which detects a rotary condition change in a sun gear drum, ring gear or a planetary carrier of the automatic transmission M1 by a rotary speed sensor while a speed change time on the basis of the rotary condition change of said sensor. And a control device, comparing in a comparing means M4 said detected speed change time with a standard setting time, when the automatic transmission M1 performs an optimum speed change with no generation of a speed change shock further with no worsening of durable performance in a friction engaging element, corrects on the basis of the result a control oil pressure, controlled by a hydraulic pressure control means M2 for the automatic transmission M1 to perform a speed change, by a correcting means M5.

Description

[Detailed description of the invention] [Industrial application field] The present invention relates to a shift control device for an automatic transmission for a vehicle.

[Prior art] Small automatic transmissions selectively operate multiple hydraulically operated friction elements such as clutches and brakes provided in gear transmissions in order to obtain a predetermined gear ratio. for,
The practice is to release one friction element and engage the other.

As an automatic transmission control device for optimizing the timing of release and engagement, there is a device disclosed in Japanese Patent Application Laid-Open No. 101153/1983.

[Problems to be Solved by the Invention] However, the engagement or disengagement of the hydraulically operated friction clutch and brake is performed only by controlling the timing or timing of increasing or decreasing the hydraulic pressure, and the hydraulically operated friction clutch and brake are This was done without monitoring whether the engaged or disengaged state of the engine was appropriate, and no correction was made to the engagement hydraulic pressure. Therefore, the above-mentioned engaged or released state may fluctuate from its proper state due to changes in the temperature of the hydraulic pressure, changes in viscosity due to changes over time, or the amount of air mixed into the hydraulic circuit (even if it cannot be detected). As a result, since the engaged or disengaged state was left in a state where it fluctuated, there were problems in that the gear shift shock worsened and the durability performance of the frictional engagement element deteriorated.

Therefore, the present invention solves the above problems and provides an automatic transmission for a vehicle that controls the engagement hydraulic pressure of the frictional engagement element to be appropriate and prevents deterioration of shift shock and durability of the frictional engagement element. The purpose is to provide a speed change control device.

[Means for Solving the Problems] As a means for solving the above problems, the present invention, as shown in FIG. A shift time detection means M3 for detecting the shift time; a comparison means M4 for comparing the shift time detection means M3 with a predetermined standard setting time; and the comparison means M4.
The gist of the present invention is a shift control device for an automatic transmission for a vehicle, characterized in that the present invention comprises a correction means M5 for correcting the control oil pressure by the oil pressure control means based on the comparison result of the following.

The hydraulic control means M2 is, for example, a means for adjusting the pressure of the control hydraulic pressure required for the automatic transmission M1 to change gears, and is composed of an oil pump, a hydraulic control valve, a TA orifice, etc.

The shift time detection means M3 is a means for detecting, for example, a change in the rotational state of a sun gear drum, ring gear, or planetary carrier in the automatic transmission M1 with a rotational speed sensor, and detects a shift time based on the change in the rotational state. Demeru.゛Comparison means M4 compares the automatic gear shift 11M1 in the current driving state, for example.
This is a means for comparing the standard set time and the actual shift time when the gears are optimally shifted without generating a shift shock and without degrading the durability performance of the frictional engagement elements.

The correction means M5 is a means for correcting the control oil pressure controlled by the oil pressure control means M2 so that, for example, the actual shift time matches the standard setting time.

[Operation] With the above configuration, the actual shift time of the automatic transmission M1 is detected by the shift opening 4 detection means M3, and the detection result is compared with the standard setting time by the comparison means M4.

Based on the comparison result, the correction means M5 corrects the oil pressure control means M2 that controls the control oil pressure of the automatic transmission M1.

For example, the above correction is performed so that the actual shift time and the standard setting time match.

[Embodiment 1] An embodiment of the present invention will be described with reference to FIGS. 2 to 13.

FIG. 2 shows the configuration of this embodiment. The figure shows an engine 2 and a computer 3 that drive the automatic transmission 1 of the vehicle of this embodiment.
It shows. The automatic transmission 1 is a combination of a fluid clutch section 15 composed of a torque converter 11 equipped with a lock-up clutch 10, an overdrive transmission section 20 mainly composed of one M star gear, and planetary gears. The main transmission section 3o performs three forward gears and one reverse gear shift.

The overdrive transmission section 20 includes a BO brake 21
・CO clutch 22・FO law one way clutch 23・G
It is composed of an O planetary gear 24.

The main transmission section 30 includes a B1 brake 31, a B2 brake 32, a B3 brake 33, a C1 clutch 34, a C2 clutch 35, an F1 one-way clutch 36, an F2 one-way clutch 37, a Q1i star gear 38, and a G2 planetary gear 39.
It is composed of

The G1 planetary gear 38 includes a sun gear member 4o, a sun gear 40a, a sun gear drum 40b, a planetary pinion, and a ring gear 42. The above sun gear drum 40b includes a pulse gear 43 provided around the sun gear drum 40b, a magnetic pickup type sun gear rotation speed sensor 44, and a sun gear drum 40b.
The configuration is such that the rotation speed NS of the rotation speed NS of the rotation speed NS of the rotation speed NS of the rotation speed NS of the rotation speed NS of the rotation speed NS of the rotation speed NS of the rotation speed of the rotation speed NS of the rotation speed of the rotation speed NS of the rotation speed of the rotation speed of the rotation speed NS of the rotation speed of the rotation speed of the rotation speed of the rotation speed NS of the rotation speed of the rotation speed of the rotation speed of the rotation speed of the rotation speed of the rotation speed of the rotation speed of the rotation speed NS of the rotation speed of the rotation speed of the rotation speed of the rotation speed of the rotation speed of the rotation speed of the rotation speed NS of the detection. The output shaft 46 of the main transmission section 30 also has a rotational speed N.
Pulse gear 47/output shaft rotation speed sensor 4 that detects o
8 is digitized by δ2.

The engine 2 includes an engine rotation speed sensor 50 for detecting the engine rotation speed Ne, a water temperature sensor 5 for detecting the water temperature Tw, and a slot 1 Hell opening degree sensor for detecting the opening degree θ of the throttle TH. 52 is provided.

In addition to the engine 2 and automatic transmission 1 described above, a driver seat 1-60, shift] to position sensor 6, and an accelerator pedal 62 are added to the configuration.

The computer 3 includes a well-known CPU 70. R○M71
- Consists of RAM 72, output ports 1 to 73, input port 4, tarok 75, and power supply section 76, and a common bus 77 interconnects each section.

In this embodiment, the output portions connected to the output ports 1 to 73 are shown only for controlling the TB2 brake 32 shown in FIG. I have omitted it because it has nothing to do with the main point. The output port door 3 is connected to electromagnetic valve drive units 80 and 81. The solenoid valve drive unit 80 outputs an electric horn that drives a solenoid valve 85 shown in FIG. 3, which will be described later.
1 outputs electric power to drive a shift valve 86 also shown in FIG. The input port door 4 is a port that inputs signals from the buffers 90 to 94 that input digital signals and the A/[) converter 99. The A/D converters 9 are connected to a buffer 1-○○ into which an analog quantity from the throttle angle sensor 52 is input. A buffer 90 connected to the man capos 1 to 74 receives the rotation speed NS output from the sun gear rotation speed sensor 44, and a buffer 91 connects to the output shaft rotation speed sensor 4.
The buffer 92 outputs the rotational speed NO output from the shift position sensor 61]・position C
The buffer 93 is a buffer for inputting the engine rotational speed Ne output from the separate rotational speed sensor 50, and the buffer 94 is a buffer for inputting the water temperature TW (=water temperature t=water temperature TW output from the sensor 50).

FIG. 3 shown next is a detailed diagram of the B2 brake 32 in FIG. 2 and a circuit for applying hydraulic pressure to the B2 brake 32. In the B2 brake 32, when hydraulic pressure is applied to the hydraulic pressure cylinder 110, the piston 111 is pushed and the brake is engaged.
When hydraulic pressure is no longer applied, the return spring 112 disengages and returns to the original position. A circuit for controlling and applying hydraulic pressure to the B2 brake 32 will be described below.

The oil pump 120, relief valve 12, and throttle valve 122 in the figure are circuits that generate line oil pressure PL.

The method of generating P[ is to apply the hydraulic pressure pressurized by the oil pump 120 to the hydraulic heli-relief valve 1 according to the throttle opening
This method is carried out by reducing the pressure at the relief valve 12.
Control No. 1 is a method in which a pilot throttle pressure pth corresponding to the throttle opening degree θ is generated at the throttle valves 1 to 122, and the relief valve 121 is controlled by the pilot throttle pressure Plh.

Pikotsu 1 to pressure reducing valve 125 are low oil pressure P for pilot.
This is a valve that obtains R. The pilot pressure PR is at orifice 1
26 to a solenoid valve 85, the hydraulic pressure is controlled by the solenoid valve 85, and converted into a sleep control 1 pilot pressure Ps.

The ps is applied as a pilot pressure to the pressure reducing valve 130 to regulate PL to the control pressure Pd. The Pd is applied to the B2 brake 32 via the shift valve 86.

Each part and operation of the configuration shown in FIGS. 2 and 3 will be described below, but the normal speed change operation of the automatic shift FA 10 is a well-known technique, so the explanation will be omitted. The line oil pressure PL and the pilot throttle pressure Pth exhibit characteristics corresponding to a throttle opening of 0, as shown in FIG. As shown in the operational diagram of FIG. 5, the solenoid valve 85 has an inlet 140 closed by a valve 141 when the excitation current is "off", and an inlet 140 that opens when the excitation current is "on" to drain oil. Mouth 1
42 and the entrance 140 are in communication. The oil pressure at the inlet 140 of the solenoid valve 85 exhibits the characteristics of the control pylower 1 to the pressure Ps shown in FIG. 7 when an excitation current of duty rate α=(Ta/Tb)X100 shown in FIG. 6 is applied. The pressure Ps applied to the pressure reducing valve 130 and the pressure reducing valve 1
The relationship with the control pressure Pd output from 30 has the characteristics shown in FIG. Further, in this embodiment, the automatic transmission 1 is shifted from 1st speed to 2nd speed, and the B2 brake 3
The second circuit will be explained, but before explaining the gist of this embodiment, the normal operation to which this embodiment is not applied will be explained. The shift from the first gear to the second gear is performed according to the shift diagram shown in FIG.
upshift 1- only). The shift diagram is a diagram in which the shift is determined based on the vehicle speed V and the throttle opening θ. The following description will be made based on the speed change characteristic curve indicated by the dotted line in FIG.

When the shift signal is outputted from the solenoid valve driving section 81 of the computer 3 to the shift 1 valve 86 at time T1, the shift valve 86 is switched from the drain state to the connected state shown in FIG. 3, and the solenoid valve 85 is energized. The duty rate α of the current ■[ is switched from 100% to αO. When α becomes C0, the control hydraulic pressure Pd of the 82 hydraulic circuit becomes the hydraulic pressure PO, the screw l~n 111 moves against the load of the return spring 112, and reaches 0η where the B2 brake disc 140 starts to engage. After that, at point 2, α
or C2, which is set based on the throttle opening θ (in this example, the case of C2 of which θ is divided into 8 stages will be explained).
(value of α corresponding to C2), and thereafter α is controlled to change (sweep control) from α2 at a sweep speed Δα2 (value of Δα corresponding to C2).The sweep control continues until time T7. After T7, α is set to 0%.The time between T2 and T1 is set to a predetermined value by timer control, which is the time required for the shift to be sufficiently performed and completed. Since α remains 0% thereafter, the control oil pressure Pd will soon become the same as the line oil pressure PL at time T8.

The gist of this embodiment is to perform the control shown in the flow chart shown in FIG. 10 in contrast to the conventional state in which the control pressure Pd is controlled by adjusting the duty rate α. FIG. 10 shows a hydraulic control learning value setting routine executed as part of a series of shift controls performed by the computer 3 when the automatic transmission 1 is shifted from the first gear to the second gear. Step 200 of the routine is a step in which the vehicle speed V and the throttle opening θ are read, and based on these values, a preparatory gear shift opening and quantity target value t2 is determined from a map (not shown) or the like. Step 210 calculates C2, which is the current duty rate α, and the sweep speed Δα2.
Shift time measured by the shift time measurement routine in Figure '1↑
This is the step of reading A and A. Step 220 is a step of comparing the above tA and 12 to determine RJ, where t2≧
If it is determined that it is tA, the process moves to step 250, and if it is determined that it is not, the process moves to step 230. Step 230, which is executed when t2≧tA, is a step of determining whether the value obtained by subtracting T2 from tA is greater than or equal to a predetermined difference value N2b (descriptions of each predetermined value will be given later). If it is determined that tA-t2≧N2b, the process moves to step 240, and if it is determined not, the process moves to step 290. In step 240, T
2 is smaller than tA and the difference between T2 and tA is greater than or equal to N2b.
Subtract the predetermined correction value A2b from 2 and substitute the value into C2・△α
This is a step of subtracting the predetermined correction value 32b from Δα2 and substituting the value into Δα2. Therefore, in the process of Step 2〆10, C2·Δα2 is A2b−B2b.

Each becomes smaller, and the attenuation speed of the duty rate α becomes faster by the correction amount. After the processing of step 240, this routine ends once.

If it is determined in step 220 that t2≧tA, it is determined in step 250 whether the value obtained by subtracting tA from T2 is equal to the predetermined difference value M2b2b.

If it is determined that T2- is 8≧lv'12b, the process moves to step 260, and if it is determined not, the process moves to step 270. Step 260 is C2
Add a predetermined correction value C2b to Δα2 and add a predetermined correction value D2b to Δα2
, and assigning the values to C2 and Δα2, respectively. Therefore, if ↑2−↑A≧M2b, step 2
In the process of 60, C2・Δα2 becomes ゛, C2b−D2b,
“As each increases, the attenuation speed of the duty rate α becomes slower in the correction valve. After the processing of step 260, this routine is temporarily terminated.

In step 270, the value obtained by subtracting tA from T2 is the predetermined value M.
This is a step of determining whether the number is 2a or higher. If the determination is that T2-tA≧M2a, the process moves to step 280, and if the determination is negative, the routine ends once. In step 280, a predetermined correction value C2 is added to C2.
This is a step of adding a, adding a predetermined correction (1 old) 2a to Δα2, and substituting the value into C2·Δα2. Therefore,
In the case of t2-tA≧M2a, in the process of step 280, C2·Δα2 becomes larger than C2a-D2a, and the damping speed of the duty rate α becomes slower in the correction valve 6.
After processing, this routine ends once.

Step 2 when a negative determination is made in step 230
90 is a step of determining whether the value obtained by subtracting t2 from tA is greater than or equal to a predetermined difference value N2a. The judgment is tA-
If it is determined that t2≧N2a, the process moves to step 300, and if it is determined not, this routine is temporarily ended. Step 300 subtracts a predetermined correction value A2a from C2 and Δ
Subtract a predetermined correction value B2a from α2, and convert the value to C2.
- This is the step of assigning to △α2. Therefore, ↑II-
If t2≧N2a, in the process of step 300, C
2.Δα2 becomes smaller by Δ2a−82a, and the attenuation speed of the duty rate α becomes faster by the correction amount. After the processing of step 300, this routine ends once.

The above predetermined values are the predetermined values when O is in two stages (Example 2: 5 to 25%), and therefore have the relationships shown below.

A2a<△2b B2a<B2b C2a<C
2b1) 2a<[)2b M2a<M2b N2a
<N2b Each of the above predetermined values is divided into 8 stages from thrower 1 to
Ti, θ is set to a value corresponding to the Ti, θ
i, △ia, Aib, [3ia, Bib, ci
aScib, Dia, [)ib, Mia, Mib
, Nia, Nib (i: O~7).

The above hydraulic control learning value setting routine is a routine that controls the shift time tA to approach 12 based on the disciplinary shift time target value t2 as described above.

a-3, water hydraulic control learning value setting routine is described later in Section 11.
While measuring tA in the shift time measurement routine shown in the figure,
If the opening degree θ changes, the relationship between tA set in step 200 and tA will no longer correspond, so the execution of this hydraulic control engineering 2 constant routine is performed using a routine (not shown). , the learning value is not corrected, and erroneous learning is not performed.

Next, the shift time measurement routine used in the hydraulic control learning value setting routine is shown in FIG. 11 and will be described. This routine is processed in parallel with other automatic transmission 1 control routines by a counter computer (not shown), and the shift time t
Measure A. Step 400 is a step in which it is determined whether the computer 3 of the automatic transmission 1 has output a shift command signal from the first gear to the second gear. The judgment is rYEsj
If the determination is "NO", the process moves to step 410, and if the determination is "NO", this routine is temporarily terminated.

Step 410 is the step of clearing the timer t)l. After the clearing, in step 420, it is determined whether or not the number of seven points 1 remains below TF for a predetermined time.

While the determination is rYEsj, this step 420 is repeatedly performed, and only after the determination is rNOJ does the process proceed to step 430. Step 420 is a step to prevent erroneous measurements, and the rotational state of the gear drum 40b is measured for a time slightly shorter than the minimum time from when the gear shift signal is output until the B2 brake 32 starts engaging. This is a step that delays the start. Step 4.30 is a step of reading the current rotational speed NS of the sun gear drum 40b and assigning it to the rotational speed memory NA at the time of start. Step 435 is a step of reading the NS. Step 440 is a step of determining whether the difference between NA and NS is greater than or equal to a predetermined rotation speed N1. If it is determined that INA-NSI≧N1, the process moves to step 450, and if not, the process proceeds to step 435.
Then, the NS is read again and the determination in step 440 is made.

Steps 435 and 440 are repeated until NS changes by N1 from NA. The value of N1 is set to a minimum value or a predetermined value at which a change in the rotation m fM N S can be detected. Step 450 is a step in which the current value of t)f is set in the measurement start time memory tX. Step 455 is necessary in the NS reading step. Step 460 is a step of determining whether NS is less than or equal to a predetermined rotational speed N2. The step 460 includes:
The transition to step 455 is repeated until the determination becomes +Y F S-1, and when it becomes r Y E S , , I, the transition to step 470 is completed. The above N2 is set to a minimum value or a predetermined value that allows the rotation speed of the NS to be detected.Step 170 is to the shift end time memory tY.
This is the step of increasing the value of l to 1. Step 48
0 is a step in which the shift 0 and the interval tA are obtained from tA←-ty-tx. At step 480, the gear shift time is set to tA, and the routine ends once.

FIG. 12 shows each predetermined value and state of the routine for measuring the shift time. Time T100 is the time when the shift signal from 1st speed to 2nd speed is output, time T110 is the time when a predetermined time has elapsed from 1 time T100, and time T12O is the time when NS has changed by N1 from NA at time Tll0, Time “l”
130 is 1 when NS becomes N2. Therefore T
Between 120 and T130, the shift time is 1, and A is output.

The method for measuring the shift time t2 when shifting from 1st gear to 2nd gear as described above captures the transition process of the ring gear drum 40b from a reversed state in 1st gear to a stopped state in 2nd gear. Whether it is measured or not, even when shifting from 2nd speed to 3rd speed, the sun gear drum 40b shifts from a stationary state to a forward rotating state, as shown in Fig. 13, and is one phase with the output shaft rotation speed. , the shift time can be detected using a similar method. In the figure, the predetermined rotational speeds N3 and N4 are the minimum rotational speed detection value, the minimum rotational speed difference detection value, or the predetermined (
lfj. Further, although not shown, the shift time from 3rd speed to 4th speed can be measured using the same method as the method for measuring the shift time from 1st speed to 2nd speed.

The effects of the above embodiment will be explained using FIG. 9. The states of the rotational speed NS of the sun gear drum 40b, the duty rate α, the torque of the output shaft 46, and the control pressure Pd of the [32-but-one-stroke hydraulic circuit] before the hydraulic control learning value measurement routine of this embodiment is used. This is shown by a dotted line, and one aspect of the case corrected in this embodiment is shown by a real gland and will be explained.

The curve shown by the dotted line is the curve before correction, and the shift time (
Point in time! -3 to 5) is shorter than the KQ internal shift time value t2. In this state, since the duty rate α decreases rapidly, the control oil pressure pd quickly increases, and as a result, the output shaft torque fluctuates greatly, and the output shaft 1 to torque exhibits a large peak waveform.

Time T8 is the time when the control oil pressure [)d matches PL.

The result of correcting the learning value from the above state using the hydraulic control learning value setting routine of this embodiment is the curve shown by the solid line. The correction curve shows the case where the correction is made in step 280 in FIG. 10, and as a result of the correction, the shift time tA is
This is a curve when the first shift time approaches the target value t2.

The above shifting time is as follows: α has changed from α2 to α2+Q2a, and the sweep rate Δα2 has changed to Δα2+[)2a.
It extends from time T4 to time T6.The peak value of the output shaft torque is also lowered.Therefore, as the peak value of the output shaft torque becomes smaller, the shock during gear shifting becomes smaller.

Contrary to the above, if the shift time tA before correction is longer than T2, the shock during shift is small, but because the control pressure Pd rises slowly, it takes a long time for the B2 brake disc 140 to fully engage. However, by performing C correction in this embodiment, it is possible to approach tA 8t2. Therefore, wear can be prevented and durability can be improved.

As the effects have been explained above, by using this embodiment, it is possible to maintain durability against shift shock and wear at the designed value.

[Effects of the Invention] As described above, in the present invention, the shift time of the automatic shift BE1 is detected by the shift time detection means M3, and compared with the standard setting time by the comparison means M4. Based on the comparison result, the correction means M5 corrects the control oil pressure controlled by the oil pressure control means M2.

Therefore, by using the present invention, the control oil pressure can be constantly corrected so that the gear shift time approaches the standard time, so the engagement state of the friction engagement element can be maintained at a design value that does not deteriorate wear durability. can do. Also, the engaged state can be changed from output 1 to state 1 where the torque fluctuation is small. T can be maintained at the design value that can be maintained. Therefore, by using the present invention, the μ characteristics of the friction material and oil, the air in the hydraulic circuit,
It is possible to improve the deterioration of shift shock caused by fluctuations in various layer installation accuracy and engine torque. Furthermore, it is possible to prevent deterioration of acceleration durability due to prolonged shift time due to wear of the friction material, deterioration of oil, etc. due to long-term use.

[Brief explanation of drawings]

Fig. 1 is a basic configuration diagram of the present invention, Fig. 2 is a configuration diagram of an embodiment, Fig. 3 is a detailed diagram of the B2 brake circuit, and Fig. 4 is a diagram showing the throttle opening θ and line oil pressure PL of the embodiment. Fig. 5 is an explanatory diagram of the operation of the solenoid valve, Fig. 6 is an explanatory diagram of the duty rate α, Fig. 7 is a graph of the relational curve between the duty rate α and the control pressure Pd of the embodiment, and Fig. 8 is a shift diagram of the automatic transmission, Figure 9 is a timing chart of the B2 brake circuit, and Figure 10 is a diagram of the hydraulic control system.
11'4 A flowchart of the setting routine, FIG. 11 shows the flowchart 1 of the shift time measurement routine, and FIGS. 12 and 13 show the rotation of the lean gear member iI j, C;
(1) Timing chart [. Ml... Automatic transmission M2... Hydraulic control means M3
...Shifting time detection means M4...Comparison means M5...Correction means 1...
Automatic transmission 3...Computer 44...Ring gear rotation speed sensor 48...Output horn shaft rotation speed sensor 52...Throttle opening sensor 61...Shift 1-position sensor 85...Solenoid Valve 86...Shift valve

Claims (1)

[Scope of Claims] Hydraulic control means for controlling the shifting of an automatic transmission; shifting time detecting means for detecting the shifting time of the automatic transmission; and a predetermined standard setting time between the shifting time detecting means and a predetermined standard setting time. A shift control device for an automatic transmission for a vehicle, comprising: a comparison means for making a comparison; and a correction means for correcting a control oil pressure by the oil pressure control means based on the comparison result of the comparison means.