WO2001021985A1 - Dispositif et procede de commande de pompe electro-hydraulique pour transmission automatique - Google Patents

Dispositif et procede de commande de pompe electro-hydraulique pour transmission automatique Download PDF

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Publication number
WO2001021985A1
WO2001021985A1 PCT/JP2000/006515 JP0006515W WO0121985A1 WO 2001021985 A1 WO2001021985 A1 WO 2001021985A1 JP 0006515 W JP0006515 W JP 0006515W WO 0121985 A1 WO0121985 A1 WO 0121985A1
Authority
WO
WIPO (PCT)
Prior art keywords
automatic transmission
command
hydraulic pump
motor output
electric hydraulic
Prior art date
Application number
PCT/JP2000/006515
Other languages
English (en)
Japanese (ja)
Inventor
Masahiko Ibamoto
Kazuhiko Sato
Original Assignee
Hitachi, Ltd.
Hitachi Car Engineering Co., Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hitachi, Ltd., Hitachi Car Engineering Co., Ltd. filed Critical Hitachi, Ltd.
Publication of WO2001021985A1 publication Critical patent/WO2001021985A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F16H61/0025—Supply of control fluid; Pumps therefore

Definitions

  • the present invention relates to control of a hydraulic pump for a vehicle, and more particularly to a control device and method of a motor-driven hydraulic pump suitable as a hydraulic source of an automatic transmission and suitable for use in a vehicle having a mode in which an engine is stopped.
  • the object of the present invention is to meet the above demand by stopping direct drive by the engine and It is an object of the present invention to provide an electric hydraulic pump control system that uses a pressure pump and generates a minimum required oil pressure and oil amount based on the oil pressure and oil amount required by the transmission. Therefore, in the present invention, a prime mover, an automatic transmission for shifting the output of the prime mover and transmitting the output to wheels, a speed ratio command generating means for instructing a speed ratio of the automatic transmission, a friction member of the automatic transmission, Line pressure command generating means for commanding the hydraulic pressure to be applied; hydraulic control means for controlling the hydraulic pressure of the automatic transmission according to at least one of the gear ratio command and the line pressure command; and supplying the hydraulic oil to the hydraulic control means.
  • Motor control means for controlling the motor speed.
  • the gear ratio command generation means issues a gear ratio command according to the vehicle speed, the accelerator pedal depression angle, the throttle opening of the engine, the driving torque, and the like.
  • This control method is described in, for example, Japanese Patent Application Laid-Open No. H08-33441. It is disclosed in 55.
  • the line pressure command generating means issues a line pressure command according to the throttle opening of the engine, the driving torque, the input rotation speed of the transmission, the vehicle speed, and the like. 49 No. 9.
  • the motor output command generation means generates a respective rotation speed or torque command according to each stage of starting and stopping the discharge control of the hydraulic pump.
  • a high-speed rotation command is issued under predetermined conditions to open the pump vanes by centrifugal force or to fill the hydraulic circuit of the hydraulic control means with oil.
  • the oil stored in the hydraulic circuit is released to release the pressure.
  • the amount of oil supplied from the hydraulic control means to the friction member of the transmission and the amount of oil released from the control valve in the hydraulic pressure control means are calculated, and the number of rotations required to supply these is calculated.
  • Command Alternatively, command the pump motor torque necessary to generate the source pressure that can realize the line pressure command.
  • FIG. 1 is a block diagram illustrating a configuration of a control system according to a first embodiment of the present invention.
  • FIG. 2 is a block diagram showing the configuration of the electric hydraulic pump control device of the present invention.
  • FIG. 3 is a configuration diagram showing a hard configuration using a microcomputer of the electric hydraulic pump control device of the present invention.
  • FIG. 4 is a flowchart showing a program configuration of the electric hydraulic pump control device of the present invention.
  • FIG. 5 is a flowchart showing the program configuration of the flow rate calculation unit.
  • FIG. 6 is a characteristic diagram showing an example of the consumption flow characteristic.
  • FIG. 7 is a block diagram showing the configuration of the control system according to the second embodiment of the present invention.
  • FIG. 8 is a flowchart showing a program configuration of the motor generator control device according to the second embodiment of the present invention.
  • FIG. 9 is a flowchart showing a program configuration of the electric hydraulic pump control device according to the second embodiment of the present invention.
  • FIG. 1 shows an electric hydraulic pump control device according to a first embodiment of the present invention.
  • the output of engine 1 drives wheels 3 via automatic transmission 2.
  • the automatic transmission 2 is described by way of example of a system in which the gear ratio is changed by a planetary gear, but may be another type of automatic transmission such as a parallel shaft type.
  • the automatic transmission 2 includes a torque converter 4, a transmission structure 5 including planetary gears and clutches, a transmission gear train 6 including a final gear, and the like.
  • the transmission mechanism 5 is provided with a plurality of friction members such as a clutch and a brake (not shown), and a hydraulic control means 7 for controlling these friction members is provided.
  • the hydraulic control means 7 is provided with a speed change solenoid valve for selecting a friction member to be fastened, and a line pressure solenoid valve for controlling a hydraulic pressure applied to the fastened friction member.
  • the automatic transmission control device 8 is provided with a speed change solenoid drive unit 9 for driving a speed change solenoid valve and a line pressure solenoid drive unit 10 for driving a line pressure solenoid valve.
  • the automatic transmission control device 8 also includes the engine speed Ne detected by the crank angle sensor 11 and the output speed of the torque converter detected by the turbine sensor 12.
  • the speed of the input shaft of the speed change mechanism 5 N in, the speed of the output shaft of the automatic transmission 2 detected by the vehicle speed sensor 13 No, the depression angle APO of the accelerator pedal detected by the accelerator pedal sensor 14 and the throttle sensor 15 The throttle valve opening TVO detected in step, the line pressure PL detected by the line pressure sensor 16, etc. are input.
  • the automatic transmission control device 8 performs two controls according to these sensor inputs.
  • the gear ratio command unit 17 calculates an optimum gear ratio according to the vehicle speed and the throttle opening or the depression angle of the accelerator pedal, and gives a gear ratio command to the gear solenoid drive unit 9.
  • the line pressure command section 18 calculates the optimum line pressure based on the throttle opening and the engine speed, the transmission torque calculated from the input shaft speed and the output shaft speed, and calculates the line pressure solenoid drive 1 A line pressure command is given for 0.
  • a more detailed description of the automatic transmission control device 8 is not the gist of the present invention, and is a technique well known to those skilled in the art, so a description thereof will be omitted.
  • the engine control unit 19 includes the engine speed and advance angle detected by the crank angle sensor 11, the accelerator pedal depression angle AP 0 detected by the accelerator pedal sensor 14, and the throttle valve detected by the throttle sensor 15.
  • the degree of opening TVO, the signal of the accelerator switch 20 which is conducted when the accelerator pedal is not depressed is input to control the fuel injection amount and the ignition advance angle, but the detailed description is not the gist of the present invention. It is well known to those skilled in the art and will not be described.
  • an electric hydraulic pump 21 and an electric hydraulic pump control device 22 are newly provided in addition to these conventional components.
  • the electric hydraulic pump 21 supplies oil to the hydraulic control means 7 as a hydraulic source of the automatic transmission 2.
  • the electric hydraulic pump control device 22 controls the rotation speed and torque of the pump motor, and supplies the minimum hydraulic and oil amount necessary to achieve the line pressure controlled by the automatic transmission control device 8. Control. Therefore, the output of the transmission ratio command section 17 and the line pressure command section 18 of the automatic transmission control device 8, the accelerator switch signal, the signal of the brake switch 34 provided on the brake pedal, and the line pressure PL are input. I do.
  • the electric hydraulic pump control device 22 includes a pump motor drive unit 23 and a pump motor control command unit 24.
  • the specific configuration is shown in FIG.
  • the pump motor drive unit 23 constitutes a three-phase inverter 26 using a semiconductor switch 25, and drives a three-phase induction motor 27 directly connected to the hydraulic pump 21.
  • a combination of a three-phase inverter and a three-phase induction motor is shown, but it goes without saying that a three-phase synchronous motor may be used. Regardless of the deviation, the number of rotations of the pump motor is controlled by the frequency of the three-phase alternating current, and the torque of the pump motor is controlled by the output current, according to the command of the pump motor control command section 24.
  • the number of rotations, phase or current of the pump motor is detected, and feedback control is performed in the gate control unit 28.
  • this is a general method of motor control, description thereof will be omitted.
  • a chopper may be used instead of the inverter 26 to drive a DC motor.
  • the pump motor control command section 24 receives a shift command, that is, the output of the speed ratio command section 17 of the automatic transmission control device 8, the line pressure command, that is, the output of the line pressure command section 18, and the line pressure sensor 16.
  • the detected line pressure PL and the oil temperature detected by an oil temperature sensor are input, and when the line pressure is applied, the flow rate released from each valve in the hydraulic control means 7 to the drain is calculated.
  • the flow rate map 29 in which the oil temperature is used as a parameter for each shift speed is used, but the characteristics of each valve may be entered in the form of an equation.
  • the required flow rate can be obtained by dividing the flow rate calculated in this way by the blood discharge amount Dp per rotation of the pump. Therefore, a flow rate command is given to the pump motor drive unit 23.
  • the start control command unit 30 When the pump is started, the start control command unit 30 generates a rotation speed command. If a vane pump is used, it must first be turned at high speed to open the vanes by centrifugal force. Then, the start control command section 30 issues a high-speed command for a predetermined time. However, when the actual line pressure PL reaches a predetermined value, the start is completed, and the control is returned to the normal pump motor control even within the predetermined time.
  • the stop control command unit 31 When the pump is stopped, the stop control command unit 31 generates a rotation speed command for reducing the rotation speed at a predetermined reduction rate. This is to prevent the backflow to the pump by gradually lowering the oil pressure remaining in the oil pressure control means 7, but also in this case, the stop control is interrupted when the actual line pressure PL falls below the predetermined value. To shut off the power to the pump motor.
  • This electric hydraulic pump control device 22 is used for other automatic transmission control devices 8 and engine control. Like the control device 19, it is configured as a control device by a microcomputer, and has a hardware configuration as shown in FIG.
  • the microprocessor 101 receives input signals from various sensors (not shown) in addition to the sensors 16 and 20 through the input circuit 104, reads programs and data from the read-only memory 102, and executes the program. Numerical and logical operations are performed using the dumb access memory 103.
  • the processed signal causes a three-phase induction motor 27 as a pump motor to operate through an inverter 26 as an output circuit.
  • the software is configured as shown in Fig. 4.
  • Input signal processing 110 inputs signals from sensors and other logic, and normal control determination logic 111 determines normal control status.
  • the required flow rate during normal operation is calculated by the unit 1 12 and converted into the motor rotation speed by the rotation speed calculation unit 1 13.
  • the operation of the flow rate calculation unit 112 is shown in the flowchart of FIG. Following the normal control determination, the state of the automatic transmission is determined by the state determination logic 200.
  • a predetermined flow rate is set according to the state. That is, at extremely low temperatures, the viscosity of the oil is high, so that the operating speed of the hydraulic control means 7 is slowed down. As a result, a shift shock occurs and the shifting performance cannot be ensured. May be damaged. Therefore, safety is ensured by maximizing the line pressure, and the pump flow rate is controlled to the maximum so that the heat is generated by oil circulation and the normal temperature is reached quickly.
  • the flow path from the line pressure solenoid valve to the selected clutch is determined for each shift mode in logic 201, and the flow path is determined in logic 202. Calculate the amount of oil to be charged into the. It is assumed that the cylinder volume of the multi-plate clutch pressing biston is almost constant, but the stroke increases when the clutch plate is worn down. Good.
  • the band brake piston has a large area and may be displaced in the opposite direction, so it is effective to perform learning correction by classifying the state.
  • Logic 203 calculates the amount of oil released to the drain from all spool valves in that flow path. For this, the flow rate of each valve with respect to the indicated line pressure may be used, but since the viscosity of the oil changes depending on the oil temperature and the flow rate changes, as shown in Fig. 6, a map set in advance for each oil temperature is used. You may search by line pressure.
  • the flow rate calculated by the logic 202 is added to the consumption flow rate calculated in this way, and the result is input to the rotation speed calculation unit 113.
  • the start / stop determination logic 1 14 further turns on / off the key switch ON / OFF signal or the start / stop from the upper general controller. Judgment of start control or stop control is made based on the request signal.
  • the start control logic 1 15 determines the time to turn at high speed in consideration of the oil temperature, and issues a high-speed command until the vane opens. However, if the actual oil pressure PL detected by the line pressure sensor 16 satisfies a predetermined condition, the start control is regarded as completed and the start control is terminated even within a predetermined time.
  • the rotation speed at the time of the stop control determination is reduced at a predetermined reduction rate, and after holding for a predetermined time, a stop control end signal is generated to notify that the power can be shut off.
  • the stop control is deemed to have been completed and the stop control is terminated even within a predetermined time.
  • the source pressure required for realizing the line pressure controlled by the automatic transmission control device 8 is generated without waste with the minimum necessary pump motor output, so that fuel efficiency can be improved.
  • the stepped automatic transmission has been described as an example.
  • the electric hydraulic pump control of the present invention may be applied to a continuously variable automatic transmission.
  • the gear ratio is determined by the position of the gear shifting piston, the displacement of the pulley required to shift from the current gear ratio to the commanded gear ratio is calculated, and the amount of oil sent to the cylinder is calculated. This The calculation may be performed by a formula each time, but the relationship between the gear ratio, the displacement, and the flow rate may be calculated in advance and stored in a table.
  • FIG. 7 shows a second embodiment of the present invention.
  • the same components as those in FIG. 1 are denoted by the same reference numerals.
  • the difference from the first embodiment is that a starting motor generator 32 and a motor generator control device 33 are newly provided.
  • the starting motor generator 32 is provided directly connected to the engine, operates as a starter motor with a current from a battery (not shown) when the engine is started, as a charging alternator while the engine is rotating, and a regenerative brake generator when downhill. It operates as a battery and regenerates energy to the battery.
  • the motor generator control device 33 is provided with the accelerator switch signal, the brake switch signal, the engine speed Ne, the output shaft speed No, and a cooperative control with a brake control device (not shown). Signal, battery charge status signal, etc. are input.
  • a brake control device not shown.
  • Signal, battery charge status signal, etc. are input.
  • so-called idling stop operation in which the engine is stopped except when the vehicle is running can be performed. That is, the engine is stopped even in the case of a temporary stop such as waiting for a traffic light, and the engine is started and started when the accelerator is depressed. By stopping the engine frequently, it is possible to control the generation of exhaust gas and to suppress fuel consumption.
  • the input signal is read, and in the mode determination 410, if the brake switch signal and the axel switch signal are both ON, the driver has no intention to drive, so it is determined that the engine is stopped. A signal is sent to the engine controller 19 to stop the engine.
  • the mode shifts to the next mode judgment 402. If the engine is stopped in mode judgment 402, the mode shifts to the engine start mode. The start control is repeated until the complete explosion is confirmed by the complete explosion judgment 404.
  • the mode shifts to the power generation mode.
  • the mode shifts to the regenerative braking mode.
  • the braking force control logic 411 performs braking force control to obtain a desired deceleration according to a signal for cooperative control with the brake control device or a change in vehicle speed.
  • the mode shifts to the charging mode, and the charging control logic 412 performs charging when the engine output has margin and the battery charge is low. However, control is performed so that the amount of charge has enough power so that it can be switched to the regenerative braking mode at any time.
  • the electric hydraulic pump control device 22 operates as shown in FIG.
  • the same logic as in FIG. 4 has the same reference numeral.
  • the start judgment is made only when the key switch is first turned on, and thereafter, even if the engine is temporarily stopped, the key switch is not turned off, so that the normal control is always judged. Therefore, an engine state determination logic 120 is provided at the next stage to determine whether the engine is temporarily stopped. When the engine is stopped and the vehicle speed is zero, there is no need for oil pressure and the battery is not charged.I want to stop the pump as much as possible.However, when the pump is stopped, the vane closes. Control during engine stop to rotate with.
  • the electric hydraulic pump does not need to be directly driven by the engine, so that it is possible to provide a hydraulic source suitable for a vehicle having an engine stop mode, and to supply a minimum necessary source pressure. Fuel efficiency can be improved.
  • the minimum oil amount required for hydraulic control is calculated to generate the original pressure, so that an efficient hydraulic control system can be constructed without dropping waste oil to the drain.
  • the hydraulic pump does not need to be driven directly by the engine, it is possible to provide a hydraulic source applicable to an automobile having a mode in which the engine is stopped.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un générateur de pression hydraulique pouvant supprimer une vitesse d'écoulement excessive pour améliorer la consommation de carburant, ledit générateur étant également utilisé pour un véhicule possédant un mode arrêt moteur, comme source de pression hydraulique pour un véhicule équipé d'une transmission automatique. Ledit dispositif est caractérisé en ce qu'il comprend une pompe (21) électro-hydraulique et un dispositif (22) de commande de pompe électro-hydraulique, et en ce qu'un moteur électrique de pompe est commandé en fonction d'une commande rapport de démultiplication et d'une commande pression de fluide de manière à commander la transmission automatique de sorte que seule une pression principale minimum de la pompe soit nécessaire pour garantir le débit de fluide nécessaire au moment où le changement de vitesse peut être généré.
PCT/JP2000/006515 1999-09-24 2000-09-22 Dispositif et procede de commande de pompe electro-hydraulique pour transmission automatique WO2001021985A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP26984899A JP3648411B2 (ja) 1999-09-24 1999-09-24 自動変速機用電動油圧ポンプ制御装置および方法
JP11/269848 1999-09-24

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WO2001021985A1 true WO2001021985A1 (fr) 2001-03-29

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Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3574121B2 (ja) 2002-08-07 2004-10-06 本田技研工業株式会社 ハイブリッド車両のエンジン停止始動制御装置
JP3912235B2 (ja) 2002-09-10 2007-05-09 トヨタ自動車株式会社 車両の油圧制御装置
DE102004061034A1 (de) * 2004-12-18 2006-06-22 Daimlerchrysler Ag Verfahren zur Überwachung einer Getriebeölpumpe
JP5416060B2 (ja) * 2010-09-06 2014-02-12 日立オートモティブシステムズ株式会社 車両用電動オイルポンプの制御装置
US8833335B2 (en) 2011-02-15 2014-09-16 Toyota Jidosha Kabushiki Kaisha Control device of vehicle oil supply device
JP6172559B2 (ja) * 2012-05-28 2017-08-02 三菱ふそうトラック・バス株式会社 自動変速機用オイルポンプの制御装置
JP6073901B2 (ja) * 2012-09-05 2017-02-01 三洋電機株式会社 車両用のバッテリシステムとこれを搭載する車両
JP2015214167A (ja) * 2012-09-05 2015-12-03 三洋電機株式会社 車両用のバッテリシステムとこれを搭載する車両
US9168913B2 (en) * 2013-07-11 2015-10-27 Hyundai Motor Company Oil pump system of hybrid vehicle and method for controlling the same
JP6433695B2 (ja) * 2014-06-26 2018-12-05 日産自動車株式会社 車両の発進制御装置

Citations (8)

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Publication number Priority date Publication date Assignee Title
JPS5261669A (en) * 1975-11-15 1977-05-21 Toyota Motor Corp Hydraulic pressure feeding device for fluid type automatic transmissio n
JPS5797942A (en) * 1980-12-11 1982-06-17 Honda Motor Co Ltd Change gear operated by oil pressure for car
JPS61167762A (ja) * 1985-01-18 1986-07-29 Toyota Motor Corp 車両用変速機の油圧発生装置
JPS61201960A (ja) * 1985-02-28 1986-09-06 Aisin Warner Ltd 自動変速機用油圧ポンプの駆動装置
JPS6314055U (fr) * 1986-07-14 1988-01-29
JPS6440759A (en) * 1988-07-09 1989-02-13 Honda Motor Co Ltd Hydraulic speed changer for vehicle
JPH08338276A (ja) * 1995-06-15 1996-12-24 Hino Motors Ltd エンジンの自動停止始動装置
JP2000018377A (ja) * 1998-06-30 2000-01-18 Nissan Motor Co Ltd 自動変速機のオイルポンプ制御装置

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5261669A (en) * 1975-11-15 1977-05-21 Toyota Motor Corp Hydraulic pressure feeding device for fluid type automatic transmissio n
JPS5797942A (en) * 1980-12-11 1982-06-17 Honda Motor Co Ltd Change gear operated by oil pressure for car
JPS61167762A (ja) * 1985-01-18 1986-07-29 Toyota Motor Corp 車両用変速機の油圧発生装置
JPS61201960A (ja) * 1985-02-28 1986-09-06 Aisin Warner Ltd 自動変速機用油圧ポンプの駆動装置
JPS6314055U (fr) * 1986-07-14 1988-01-29
JPS6440759A (en) * 1988-07-09 1989-02-13 Honda Motor Co Ltd Hydraulic speed changer for vehicle
JPH08338276A (ja) * 1995-06-15 1996-12-24 Hino Motors Ltd エンジンの自動停止始動装置
JP2000018377A (ja) * 1998-06-30 2000-01-18 Nissan Motor Co Ltd 自動変速機のオイルポンプ制御装置

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JP2001090828A (ja) 2001-04-03

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