WO2002001094A1 - Procede et dispositif de commande de changement de vitesse pour roue de changement de vitesse automatique - Google Patents

Procede et dispositif de commande de changement de vitesse pour roue de changement de vitesse automatique Download PDF

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Publication number
WO2002001094A1
WO2002001094A1 PCT/JP2000/004214 JP0004214W WO0201094A1 WO 2002001094 A1 WO2002001094 A1 WO 2002001094A1 JP 0004214 W JP0004214 W JP 0004214W WO 0201094 A1 WO0201094 A1 WO 0201094A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
input shaft
engine
automatic transmission
shift control
Prior art date
Application number
PCT/JP2000/004214
Other languages
English (en)
Japanese (ja)
Inventor
Kaname Suehiro
Yoshikazu Tanaka
Original Assignee
Unisia Jecs Corporation
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
Priority to JP15601999A priority Critical patent/JP3678608B2/ja
Application filed by Unisia Jecs Corporation filed Critical Unisia Jecs Corporation
Priority to DE10084972T priority patent/DE10084972T1/de
Priority to PCT/JP2000/004214 priority patent/WO2002001094A1/fr
Publication of WO2002001094A1 publication Critical patent/WO2002001094A1/fr
Priority to US10/082,192 priority patent/US20020082140A1/en

Links

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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0614—Position of fuel or air injector
    • B60W2510/0628—Inlet air flow rate
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/147—Transmission input torque, e.g. measured or estimated engine torque
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H2059/363—Rate of change of input shaft speed, e.g. of engine or motor shaft
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H2059/366—Engine or motor speed
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/24—Inputs being a function of torque or torque demand dependent on the throttle opening
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/42—Input shaft speed
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/74—Inputs being a function of engine parameters

Definitions

  • the present invention relates to a shift control device and method for an automatic transmission, and more particularly, to a shift control device and method configured to control a hydraulic pressure of a friction engagement element according to an input shaft torque of a speed change mechanism during a speed change.
  • a shift control device and method configured to control a hydraulic pressure of a friction engagement element according to an input shaft torque of a speed change mechanism during a speed change.
  • a shift control device configured to perform a shift by changing a frictional engagement element that simultaneously performs engagement control and release control of two different frictional engagement elements is disclosed in Japanese Patent Application Laid-Open No. Hei 9-133020. No. 5—disclosed in Japanese Patent Application Laid-Open No. H5-16-16433.
  • Japanese Patent Application Laid-Open No. 9-113320 discloses that in a downshift in which a high-speed friction engagement element is switched to a low-speed friction engagement element, the transmission torque capacity of the high-speed friction engagement element is reduced.
  • a configuration for performing control to increase the input shaft torque to an equivalent is disclosed.
  • Japanese Patent Application Laid-Open No. 5-164432 / 1991 discloses that in a configuration in which the input shaft torque of the transmission mechanism is estimated in accordance with the engine torque and used for transmission control, a certain time delay adjustment to the intake air amount of the engine is performed.
  • a configuration is disclosed in which the actual engine torque is estimated by performing the following.
  • the dead time before the input shaft torque starts to change in response to the change in the accelerator opening is relatively long. Also, the response speed after the input shaft torque starts to change is not constant.
  • the present invention has been made in view of the above problems, and can accurately estimate the input shaft torque even during a shift in which the input shaft torque changes rapidly, and thus can control the hydraulic pressure during the shift. It is an object of the present invention to provide a transmission control device and a method capable of improving accuracy. ⁇ Disclosure of the Invention>
  • a dead time and a time constant indicating transient characteristics of engine torque are set based on operating conditions, and the set dead time is set.
  • the delay correction based on the time and the time constant is applied to the estimated value of the engine torque, and the input shaft torque of the transmission mechanism is estimated based on the engine torque subjected to the delay correction.
  • the dead time and the time constant according to the operating conditions at that time by setting the dead time and the time constant according to the operating conditions at that time, the elapse of the dead time can be accurately determined, and the delay corresponding to the torque response speed that changes depending on the operating conditions can be determined. Correction can be made, which improves the estimation accuracy of the input shaft torque.
  • the engine torque may be estimated based on the engine intake air flow rate or the throttle opening and the engine rotation speed.
  • the dead time and the time constant are set according to the engine speed. More specifically, the dead time is defined as a time from a shift determination to a time when a change speed of the engine speed exceeds a predetermined value. It is preferable to set the constant to a larger value as the engine speed is lower. .
  • the estimated value of the input shaft torque is maintained at a value immediately before the determination of the shift until the dead time elapses from the shift determination, and after the dead time has elapsed, the engine torque is reduced by the low-pass filter having the time constant. It is preferable that the input shaft torque is estimated based on the result of processing the estimated value.
  • the engine torque after the delay correction is converted into the input shaft torque by the torque ratio of the torque converter.
  • the time of the shift be a time of a downshift accompanying depression of an accelerator.
  • FIG. 1 is a diagram illustrating a transmission mechanism of the automatic transmission according to the embodiment.
  • FIG. 2 is a diagram showing a correlation between a combination of operating states of frictional engagement elements in the transmission mechanism and a shift speed.
  • FIG. 3 is a control block diagram showing an outline of shift control of the automatic transmission.
  • FIG. 4 is a flowchart showing the estimation control of the input shaft torque.
  • Fig. 5 is a graph showing the characteristics of the response delay time constant in estimating the input torque of the tribute.
  • FIG. 6 is a time chart showing characteristics of the input shaft torque estimation.
  • FIG. 1 shows a transmission mechanism in an automatic transmission.
  • LZC indicates a mouth-up clutch provided in the torque converter TZC.
  • the first planetary gear set G 1 includes a sun planet S 1, a ring gear R 1, a pinion P 1 combined with the sun gear S 1, and a pioneer carrier PC 1 rotatably supporting the pinion P 1.
  • the second planetary gear set G 2 also includes a sun gear S 2, a ring gear R 2, a pinion P 2 corresponding thereto, and a pin for rotatably supporting the pinion P 2.
  • -It is composed of a simple planetary gear set consisting of on-carrier PC2.
  • first to third clutches Cl, C2, C3, first brake Bl, second brake B2, and one-way clutch OWC are provided.
  • the carrier PC 1 can be coupled to the input shaft I / S via the second clutch C 2, the sun gear S 1 can be fixed by the second brake B 2, and the first clutch C 1 is fixed to the input shaft IZS and is configured to prevent reverse rotation via the one-way clutch OWC.
  • the ring gear R1 is integrally connected to the carrier PC2 and is drivably connected to the output shaft OZS, and connects the sun gear S2 to the input shaft I / S. Further, the ring gear R2 is configured to be connectable to the carrier PC1 via the third clutch C3. ing.
  • the first to third clutches C1, C2, C3, the first brake Bl, and the second brake B2 are operated by supply of hydraulic pressure to perform the connection and fixation. As shown in FIG. 2, the first to third clutches C1, C2, C3 and the first and second brakes B1, B2 are actuated in various combinations (indicated by the symbol ⁇ ) to provide one-way operation. In conjunction with the operation of the clutch OWC, the rotational state of the elements constituting the planetary gear set Gl, G2 is changed, thereby changing the rotational speed ratio of the output shaft OZS to the rotational speed of the input shaft IZS, Fourth forward speed and one reverse speed can be achieved.
  • first brake B1 is operated at the first speed when engine braking is required at the first speed, and when the first brake B1 is not operated, the one-way clutch owe receives a reaction force. Speed, but the engine brake is disabled by the one-way clutch owe idling.
  • the release of the third clutch C3 and the engagement of the second brake B2 are performed simultaneously, and at the time of the downshift from the fourth speed to the third speed, Accordingly, the engagement of the third clutch C3 and the release of the second brake B2 are performed at the same time, and the shifting is performed by changing the friction engagement element.
  • Control of the engagement oil pressure of the friction engagement element in the shift change is performed by a configuration as shown in FIG.
  • an input shaft torque estimating unit A estimates the input shaft torque of the transmission mechanism. The estimation of the input shaft torque estimation will be described later in detail.
  • the torque sharing ratio setting section B sets a torque sharing ratio for gradually switching the sharing of torque transmission from the disengagement-side friction engagement element to the engagement-side friction engagement element during gear shifting.
  • the required torque calculating unit C performs a gear shift according to the following equation.
  • the required torque of each frictional engagement element at is calculated.
  • Required torque Torque sharing ratio X
  • Required torque Torque sharing ratio X
  • the required oil pressure calculation unit D calculates the oil pressure required to obtain the required torque of each friction engagement element calculated by the necessary torque calculation unit C according to the following equation, taking the case of a clutch as an example.
  • A is the area of the clutch piston (cm 2 )
  • T is the estimated input shaft torque (kg'm)
  • ⁇ is the friction coefficient
  • D is the effective diameter of the fusing
  • ⁇ is the number of clutches
  • i is the torque sharing ratio
  • F Is the return spring reaction force.
  • a control signal corresponding to the required hydraulic pressure is obtained, and the control signal is output to a solenoid valve that controls the hydraulic pressure supplied to the friction engagement element, so that the required hydraulic pressure is controlled (hydraulic control). means).
  • the flowchart of FIG. 4 shows the process of estimating the input shaft torque T in the input shaft torque estimating section A, which will be described below with reference to the time chart of FIG.
  • the time chart in FIG. 5 shows an example of a downshift from the third speed to the second speed due to the depression of the accelerator.
  • step S21 a shift determination is made, and if a shift is in progress, the process proceeds to step S22, in which the engine torque is estimated based on the intake air flow rate of the engine and the engine speed (engine torque estimating means).
  • step S22 the engine torque is estimated based on the intake air flow rate and the engine speed.
  • the throttle opening may be used instead of the intake air flow rate.
  • step S23 it is determined whether or not the amount of change ⁇ ⁇ ⁇ ⁇ ⁇ (change speed) of the engine speed per unit time exceeds a predetermined value: A N S.
  • step S24 to perform processing for retaining the estimated value of the input shaft torque immediately before determining the speed change (input shaft torque estimating means).
  • the process of holding the input shaft torque estimated value includes the intake air flow rate immediately before the shift determination or May be a process in which the value obtained by correcting the engine torque obtained from the throttle opening and the engine speed at that time by the torque ratio of the torque converter is used as the input shaft torque.
  • step S25 the time constant in the transient characteristic of the engine torque is set based on the engine speed at that time (transient characteristic setting means).
  • the time constant is set to be larger so that the lower the engine speed is, the longer the delay is.
  • step S26 the estimated value of the engine torque is processed by the low-pass filter having the set time constant, and in step S27, the result processed by the low-pass filter is set to the input shaft torque T ( Input shaft torque estimation means).
  • the configuration is not limited to the above, but may be any configuration that controls the engagement hydraulic pressure according to the input shaft torque. Further, it is clear that the configuration of the transmission mechanism is not limited to the configuration shown in FIG.
  • the present invention exerts high shift performance by improving the hydraulic control accuracy during shifting in an automatic transmission, and enhances the commerciality of a vehicle by using the automatic transmission for a vehicle. It can be used as an automatic transmission for vehicles.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne une roue de changement de vitesse automatique conçu pour estimer le couple de l'arbre d'entrée d'une roue de changement de vitesse à partir d'un couple de moteur et pour réguler la pression de l'huile pendant un changement de vitesse en fonction du couple de l'arbre d'entrée. Une valeur estimée de l'arbre d'entrée est retenue comme valeur de référence immédiatement avant la décision de changement de vitesse pendant une durée donnée, à savoir depuis la décision de changement de vitesse jusqu'à ce que la vitesse de changement du régime moteur dépasse une valeur prédéterminée. Lorsque la vitesse de changement dépasse la valeur prédéterminée, la valeur estimée du couple du moteur est traitée par un filtre passe-bas doté d'une constante de temps correspondant au régime moteur. On trouve alors une valeur estimée du couple de l'arbre d'entrée sur la base de la valeur estimée du couple du moteur ayant traversé le filtre passe-bas.
PCT/JP2000/004214 1999-06-03 2000-06-27 Procede et dispositif de commande de changement de vitesse pour roue de changement de vitesse automatique WO2002001094A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP15601999A JP3678608B2 (ja) 1999-06-03 1999-06-03 自動変速機の変速制御装置
DE10084972T DE10084972T1 (de) 2000-06-27 2000-06-27 Gangwechselsteuervorrichtung eines automatischen Getriebes und Verfahren davon
PCT/JP2000/004214 WO2002001094A1 (fr) 1999-06-03 2000-06-27 Procede et dispositif de commande de changement de vitesse pour roue de changement de vitesse automatique
US10/082,192 US20020082140A1 (en) 2000-06-27 2002-02-26 Speed change control method and device for automatic speed change gear

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP15601999A JP3678608B2 (ja) 1999-06-03 1999-06-03 自動変速機の変速制御装置
PCT/JP2000/004214 WO2002001094A1 (fr) 1999-06-03 2000-06-27 Procede et dispositif de commande de changement de vitesse pour roue de changement de vitesse automatique

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US10/082,192 Continuation US20020082140A1 (en) 2000-06-27 2002-02-26 Speed change control method and device for automatic speed change gear

Publications (1)

Publication Number Publication Date
WO2002001094A1 true WO2002001094A1 (fr) 2002-01-03

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PCT/JP2000/004214 WO2002001094A1 (fr) 1999-06-03 2000-06-27 Procede et dispositif de commande de changement de vitesse pour roue de changement de vitesse automatique

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WO (1) WO2002001094A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108779852A (zh) * 2016-03-09 2018-11-09 加特可株式会社 车辆的滑动锁止控制装置
CN109987040A (zh) * 2019-03-26 2019-07-09 武汉理工大学 一种汽车换档信号识别方法与装置

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6544217B2 (ja) * 2015-11-24 2019-07-17 トヨタ自動車株式会社 車両用自動変速機の制御装置

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1194057A (ja) * 1997-09-24 1999-04-09 Denso Corp 自動変速機の変速制御装置

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1194057A (ja) * 1997-09-24 1999-04-09 Denso Corp 自動変速機の変速制御装置

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108779852A (zh) * 2016-03-09 2018-11-09 加特可株式会社 车辆的滑动锁止控制装置
CN108779852B (zh) * 2016-03-09 2020-05-08 加特可株式会社 车辆的滑动锁止控制装置
CN109987040A (zh) * 2019-03-26 2019-07-09 武汉理工大学 一种汽车换档信号识别方法与装置
CN109987040B (zh) * 2019-03-26 2020-02-18 武汉理工大学 一种汽车换档信号识别方法与装置

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Publication number Publication date
JP3678608B2 (ja) 2005-08-03
JP2000346189A (ja) 2000-12-12

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