WO2009084253A1 - 自動変速機の変速制御装置 - Google Patents
自動変速機の変速制御装置 Download PDFInfo
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- WO2009084253A1 WO2009084253A1 PCT/JP2008/060358 JP2008060358W WO2009084253A1 WO 2009084253 A1 WO2009084253 A1 WO 2009084253A1 JP 2008060358 W JP2008060358 W JP 2008060358W WO 2009084253 A1 WO2009084253 A1 WO 2009084253A1
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- Prior art keywords
- shift
- control
- clutch
- gear
- torque capacity
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- 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
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- 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
- F16H2061/0444—Smoothing ratio shift during fast shifting over two gearsteps, e.g. jumping from fourth to second gear
Definitions
- the present invention relates to a shift control device for an automatic transmission mounted on a vehicle such as an automobile. More specifically, the present invention relates to a shift control for an automatic transmission capable of improving a shift shock during a jump shift by so-called clutch-to-clutch. Relates to the device.
- a stepped automatic transmission mounted on a vehicle controls the engagement state of a plurality of friction engagement elements (clutches, brakes) by a hydraulic control device, and shifts a power transmission path in a transmission gear mechanism. Shifting is possible by forming in stages. In recent years, it has become necessary to increase the number of stages of an automatic transmission in order to improve the fuel efficiency of a vehicle. In such an automatic transmission, it is optimal in accordance with a driver's request (that is, an accelerator depression amount, etc.). In order to select the correct gear, the gear shifts to a gear that is two or more steps away from one gear (for example, 4-2, 5-2, 2-4, 2-5). It has come to be.
- the selection range of gears suitable for the running state of the vehicle is widened, so the gripping operation of the friction engagement element is not limited to simple gripping using two elements.
- the necessity of carrying out complicated re-holding using four elements also arises.
- 6th forward speed is set as an intermediate stage.
- the torque sharing ratio of the high clutch at the intermediate speed is smaller than the torque sharing ratio of the high clutch (C-2) at the 6th forward speed. The high clutch does not slip automatically, and the controllability of the high clutch is poor.
- the gear ratio change is fast in 6 ⁇ 4 gear shift, and the gear ratio change is suppressed in a narrow range of 4 ⁇ 3 gear shift, so that controllability is difficult and the engine may blow.
- the clutch sharing ratio between the high clutch on the disengagement side and the 3-5 reverse clutch (C-3) on the engagement side in 6 ⁇ 4 gear shifting, which is greatly affected by shock, is small and weak against variations in hydraulic pressure.
- the following shift control device for an automatic transmission has been proposed (see, for example, Japanese Patent Application Laid-Open No. 2003-106440).
- the speed change control is performed by shortening the speed change time in the double change speed change in which the two friction engagement elements to be engaged and the two friction engagement elements to be released are simultaneously changed. This facilitates the hydraulic control at the second changeover shift having a great influence on the shock, thereby suppressing the shift shock.
- the present invention requires the first shift engagement element when downshifting to two or more steps away from each other through the intermediate step by disconnecting and contacting the two friction engagement elements.
- the torque capacity of the second shift release element is monitored, and the FB control by the second shift release element is ensured by ensuring that the first shift engagement element has a sufficient reaction force.
- An object of the present invention is to provide a shift control device for an automatic transmission capable of effectively suppressing shift shock.
- the present invention provides a plurality of friction engagement elements (C-1, C-2, C-3, B-1, B-2) that achieve a plurality of power transmission paths in the transmission gear mechanism (5) by respective engagement states. ), And is used in a stepped automatic transmission (3) that changes gears by switching between the frictional engagement elements.
- a shift control device (1) for an automatic transmission provided with a control means (1) capable of performing a control for down-shifting to two or more shift stages via an intermediate stage by disconnecting and connecting each of the two )
- the two frictional engagement elements are:
- a first shift release element for example, C-2 or C-3) that is in an engaged state at a higher speed than the intermediate speed and is released when shifting from the higher speed to the intermediate speed and is engaged at the higher speed.
- a second shift release element (for example, C-3 or C-) that is engaged and maintains engagement when shifting from the high speed to the intermediate speed and is released when shifting to a low speed that is lower than the intermediate speed. 2), a first shift engagement element (for example, C-1) that is in the released state at the high speed stage and is engaged at the intermediate stage and maintains the engagement up to the low speed stage, and the high speed stage and the intermediate stage A second shift engagement element (e.g., B-1 or C-3) that is in a disengaged state at a stage and is engaged at the low speed stage;
- the control means (30) During the downshift, the hydraulic pressure of the second shift release element (for example, C-3) is feedback controlled, and the first shift engagement element (for example, C--) is increased as the torque capacity of the second shift release element increases.
- the torque capacity of 1) is controlled to be sufficiently higher than the change in torque capacity of the second shift release element (for example, C-3 or C-2).
- the control means controls the hydraulic pressure of the second shift release element.
- the torque capacity of the first shift engagement element is controlled to be sufficiently higher than the change in torque capacity of the second shift release element as the torque capacity of the second shift release element increases. Therefore, due to insufficient torque capacity of the first speed change engagement element, a sufficient reaction force cannot be ensured at the time of gripping change, feedback control of the second speed change release element cannot be performed properly, and rotation change It is possible to effectively suppress the occurrence of inconvenience such as a shift shock due to difficulty in control by appropriately performing the downshift.
- the control means (30) performs the first shift release element (for example, C-2 or C-3) and the second shift release element (for example, C-3 or C) during the downshift.
- the torque capacity of the second shift release element for example, C-3 or C-2
- the torque capacity of the first shift engagement element for example, C-1 that forms the reaction force during the feedback control is determined.
- the second shift release element for example, C-3 or C-2) is controlled to be sufficiently higher than the change in the torque capacity.
- the control means sequentially reduces the torque capacities of the first shift release element and the second shift release element, and then reduces the torque capacity of the second shift release element again while increasing the torque capacity by feedback control.
- the torque capacity of the first shift engagement element that forms the reaction force during the feedback control is changed to the change in the torque capacity of the second shift release element. Since the control is performed to be sufficiently higher than the minute, the feedback control of the second shift release element is ensured by guaranteeing the sufficient reaction force of the first shift engagement element, and the deterring force against the engine blow is effectively prevented. Can be generated.
- the present invention is characterized in that the first shift release element (for example, C-3) and the second shift engagement element (for example, C-3) are the same friction engagement elements.
- the first shift release element after releasing the first shift release element, it can be directly engaged as the second shift engagement element, so two different friction engagement elements are connected to the first shift release element and the second shift engagement element.
- the control system can be simplified as compared with the case where each control is performed as a combination element.
- the skeleton figure which shows the automatic transmission mechanism which can apply this invention.
- the speed diagram of this automatic transmission mechanism. The flowchart which concerns on control of the clutch C-2 which is a 1st speed release element.
- the flowchart which concerns on control of the clutch C-1 which is a 1st speed change engagement element.
- the flowchart which concerns on control of the clutch C-3 which is a 2nd speed release element.
- the flowchart which concerns on control of brake B-1 which is a 2nd speed change engagement element.
- the time chart which shows the shift control which concerns on this invention.
- FIG. 5 is a velocity diagram obtained by reversing the input / output relationship from the velocity diagram of FIG. 4.
- FIG. 5 is a velocity diagram obtained by reversing the input / output relationship from the velocity diagram of FIG. 4.
- FIG. 5 is a velocity diagram obtained by reversing the input / output relationship from the velocity diagram of FIG. 4.
- FIG. 5 is a velocity diagram obtained by reversing the input / output relationship from the velocity diagram of FIG. 4.
- the time chart which shows the shift control of the technique used as the foundation of this invention.
- the flowchart which concerns on control of the 1st speed change engagement element in the technique used as the foundation of this invention.
- an automatic transmission 3 suitable for use in, for example, an FF (front engine / front drive) type vehicle is an input shaft 8 of the automatic transmission 3 that can be connected to the engine 2 (see FIG. 1).
- the torque converter 4 and the automatic transmission mechanism 5 are provided around the axial direction of the input shaft 8.
- Reference numeral 9 denotes a transmission case that houses the automatic transmission mechanism 5.
- the automatic transmission 3 includes clutches C-1, C-2, C-3 and a brake B, which are friction engagement elements that achieve a plurality of power transmission paths in an automatic transmission mechanism (transmission gear mechanism) according to each engagement state. -1 and B-2, and a stepped automatic transmission that shifts gears by gripping the friction engagement elements.
- the shift control means 30 to be described later shifts down to a shift stage separated by two or more stages via an intermediate stage by operating each of the plurality of friction engagement elements by disconnection and contact by one re-holding. Control.
- the torque converter 4 includes a pump impeller 4a connected to the input shaft 8 of the automatic transmission 3, and a turbine runner 4b to which the rotation of the pump impeller 4a is transmitted via a working fluid.
- the runner 4 b is connected to the input shaft 10 of the automatic transmission mechanism 5 disposed coaxially with the input shaft 8. Further, the torque converter 4 is provided with a lock-up clutch 7, and when the lock-up clutch 7 is engaged by the hydraulic control of the hydraulic control device 6 (see FIG. 1), the automatic transmission 3 The rotation of the input shaft 8 is directly transmitted to the input shaft 10 of the automatic transmission mechanism 5.
- the automatic transmission mechanism 5 includes a planetary gear SP and a planetary gear unit PU on the input shaft 10.
- the planetary gear SP is a so-called single pinion planetary gear that includes a sun gear S1, a carrier CR1, and a ring gear R1, and has a pinion P1 that meshes with the sun gear S1 and the ring gear R1.
- the planetary gear unit PU has a sun gear S2, a sun gear S3, a carrier CR2, and a ring gear R2 as four rotating elements.
- the carrier CR2 has a long pinion PL that meshes with the sun gear S2 and the ring gear R2, and the sun gear S3.
- This is a so-called Ravigneaux type planetary gear that has meshing short pinions PS that mesh with each other.
- the sun gear S1 of the planetary gear SP is connected to a boss (not shown) that is integrally fixed to the transmission case 9, and the rotation is fixed. Further, the ring gear R1 is the same rotation as the input shaft 10 (hereinafter referred to as “input rotation”). Further, the carrier CR1 is decelerated by reducing the input rotation by the fixed sun gear S1 and the ring gear R1 that rotates, and is connected to the clutch C-1 and the clutch C-3.
- the sun gear S2 of the planetary gear unit PU is connected to a brake B-1 formed of a band brake and can be fixed to the transmission case 9, and is connected to the clutch C-3.
- the speed reduction rotation of the carrier CR1 can be input via the.
- the sun gear S3 is connected to the clutch C-1, so that the decelerated rotation of the carrier CR1 can be input.
- the carrier CR2 is connected to a clutch C-2 to which the rotation of the input shaft 10 is input, and the input rotation can be freely input through the clutch C-2, and the one-way clutch F-1 and Connected to the brake B-2, the rotation in one direction is restricted with respect to the transmission case 9 via the one-way clutch F-1, and the rotation can be fixed via the brake B-2.
- the ring gear R2 is connected to a counter gear 11, and the counter gear 11 is connected to a drive wheel via a counter shaft and a differential device (not shown).
- the vertical axis indicates the rotational speed of each rotating element (each gear), and the horizontal axis indicates the gear ratio of these rotating elements.
- the vertical axis corresponds to the sun gear S1, the carrier CR1, and the ring gear R1 in order from the left side in FIG.
- the vertical axis corresponds to the sun gear S3, the ring gear R2, the carrier CR2, and the sun gear S2 in order from the right side in FIG.
- the clutch C-1 and the one-way clutch F-1 are engaged.
- the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1.
- the rotation of the carrier CR2 is restricted in one direction (forward rotation direction), that is, the carrier CR2 is prevented from rotating in the reverse direction and is fixed.
- the decelerated rotation input to the sun gear S3 is output to the ring gear R2 via the fixed carrier CR2, and the forward rotation as the first forward speed is output from the counter gear 11.
- the brake B-2 is locked to fix the carrier CR2, and the forward first speed state is maintained by preventing the carrier CR2 from rotating forward. .
- the one-way clutch F-1 prevents the carrier CR2 from rotating in the reverse direction and enables the forward rotation, so that, for example, the first forward speed when switching from the non-traveling range to the traveling range. Can be smoothly achieved by the automatic engagement of the one-way clutch F-1.
- the clutch C-1 In the second forward speed (2ND), as shown in FIG. 3, the clutch C-1 is engaged and the brake B-1 is locked. Then, as shown in FIGS. 2 and 4, the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the rotation of the sun gear S2 is fixed by the locking of the brake B-1. Then, the carrier CR2 is decelerated and rotated at a speed lower than that of the sun gear S3, the decelerated rotation input to the sun gear S3 is output to the ring gear R2 via the carrier CR2, and the forward rotation as the second forward speed is counter gear. 11 is output.
- the ring gear R2 is caused by the one-way clutch F-1 that prevents the carrier CR2 from rotating in the reverse direction. This is a so-called hill hold state in which the forward rotation is allowed and the reverse rotation is prevented, and the vehicle is prevented from moving backward (reverse rotation of the drive wheel).
- the clutch C-1 and the clutch C-3 are engaged. Then, as shown in FIGS. 2 and 4, the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the reduced rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the clutch C-3. That is, since the reduction rotation of the carrier CR1 is input to the sun gear S2 and the sun gear S3, the planetary gear unit PU is directly connected to the reduction rotation, and the reduction rotation is output to the ring gear R2 as it is, and the forward rotation as the third forward speed is performed. Output from the counter gear 11.
- the clutch C-1 and the clutch C-2 are engaged. Then, as shown in FIGS. 2 and 4, the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the input rotation is input to the carrier CR2 by the engagement of the clutch C-2. Then, due to the decelerated rotation input to the sun gear S3 and the input rotation input to the carrier CR2, the decelerated rotation is higher than the third forward speed and is output to the ring gear R2, and the forward rotation as the fourth forward speed is performed. Is output from the counter gear 11.
- the clutch C-2 is engaged and the brake B-1 is locked. Then, as shown in FIGS. 2 and 4, the input rotation is input to the carrier CR2 by the engagement of the clutch C-2. Further, the rotation of the sun gear S2 is fixed by the locking of the brake B-1. Then, the input rotation of the carrier CR2 becomes higher than the forward fifth speed by the fixed sun gear S2, and is output to the ring gear R2, and the forward rotation as the sixth forward speed is output from the counter gear 11. .
- the clutch C-3 is engaged and the brake B-2 is locked.
- the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S2 via the clutch C-3.
- the rotation of the carrier CR2 is fixed by the locking of the brake B-2.
- the decelerated rotation input to the sun gear S2 is output to the ring gear R2 via the fixed carrier CR2, and the reverse rotation as the first reverse speed is output from the counter gear 11.
- the clutch C-1, the clutch C-2, and the clutch C-3 are released.
- the carrier CR1, the sun gear S2, and the sun gear S3, that is, the planetary gear SP and the planetary gear unit PU are disconnected, and the input shaft 10 and the carrier CR2 are disconnected.
- the power transmission between the input shaft 10 and the planetary gear unit PU is disconnected, that is, the power transmission between the input shaft 10 and the counter gear 11 is disconnected.
- FIG. 1 is a block diagram showing an electric control system and the like related to the shift control device 1 of the automatic transmission 3 in the present embodiment.
- the shift control apparatus 1 has a control unit (ECU) 20 composed of a microcomputer, and the control unit 20 includes a shift control means 30 and a shift map. map.
- the graph shown in FIG. 9 is determined from the shift map map according to the amount of accelerator depression by the driver. Note that the hydraulic pressure [Pa] in FIG. 9 actually indicates the hydraulic pressure command value, but is used as the hydraulic pressure thereafter.
- the control unit 20 includes an accelerator opening sensor 41 that detects an angle of an accelerator pedal (not shown) of a vehicle on which the automatic transmission 3 and the shift control device 1 are mounted (that is, an accelerator pedal depression amount).
- an accelerator opening sensor 41 that detects an angle of an accelerator pedal (not shown) of a vehicle on which the automatic transmission 3 and the shift control device 1 are mounted (that is, an accelerator pedal depression amount).
- An output shaft rotational speed (vehicle speed) sensor 43 for detecting the vehicle speed of the vehicle and a shift position sensor 45 for detecting a selected position of a shift lever (not shown) are connected to input various signals.
- the shift control means 30 refers to the shift map map based on the accelerator opening detected by the accelerator opening sensor 41 and the vehicle speed detected by the output shaft speed sensor 43, and the above-mentioned first forward speed to forward 6
- the clutch C-1, C-2, C-3 is selected so as to achieve the selected shift stage by selecting and determining the speed stage and electronically controlling a shift valve (not shown) or the like in the hydraulic control device 6.
- B-1 and B-2 are controlled.
- the hydraulic control device 6 includes a large number of hydraulic servos (not shown) corresponding to the automatic transmission mechanism 5, and also includes a large number of shift valves for switching the hydraulic pressure to these hydraulic servos.
- the shift control means 30 includes a shift release side control means 31, a shift engagement side control means 32, and a shift progress determination means 33.
- the shift release side control means 31 controls the release side hydraulic pressure of the clutch C-2 as the first shift release element and the clutch C-3 as the second shift release element.
- the shift engagement side control means 32 controls the engagement side hydraulic pressure of the clutch C-1 as the first shift engagement element and the brake B-1 as the second shift engagement element.
- the shift progress determining means 33 detects the progress state of the downshift based on the rotation change based on the gear ratio that is changed during the downshift (power-on downshift), and compares the detected value with a predetermined threshold value set in advance. Determine the progress of gear shifting.
- the shift control means (control means) 30 performs the feedback control of the hydraulic pressure of the clutch C-3 at the time of downshift, and increases the torque capacity of the clutch C-1 as the torque capacity of the clutch C-3 increases. Control is performed so as to be sufficiently higher than the change in the torque capacity of the clutch C-3.
- the shift control means 30 reduces the torque capacity of the clutch C-2 and the clutch C-3 sequentially during the downshift, and then reduces the torque capacity of the clutch C-3 again while increasing the torque capacity by feedback control. While monitoring the torque capacity of the clutch C-3 by the feedback control, the torque capacity of the clutch C-1 that forms the reaction force during the feedback control is made sufficiently higher than the change in the torque capacity of the clutch C-3. To control.
- a linear solenoid valve (engagement-side hydraulic control valve) that regulates the hydraulic pressure supplied to the hydraulic servo of the engagement-side frictional engagement element, or the hydraulic pressure supplied to the hydraulic servo of the release-side frictional engagement element It becomes a linear solenoid valve (release side hydraulic control valve).
- FIG. 5 is a flowchart related to the control of the clutch C-2 that is the first shift release element
- FIG. 6 is a flowchart related to the control of the clutch C-1 that is the first shift engagement element
- FIG. 7 is the second shift release.
- FIG. 8 is a flowchart relating to the control of the brake B-1 as the second shift engagement element.
- FIG. 9 is a time chart showing the shift control according to the present invention.
- two frictional engagement elements used for downshifting by changing the four elements are engaged at the fifth forward speed (high speed) on the higher speed side than the third forward speed (intermediate speed).
- the clutch C-2 first shift release element
- the clutch C-3 second shift release element
- the clutch C-1 first shift engagement element
- the clutch C-1 that is engaged and maintained at the third forward speed and maintains the engagement until the second forward speed, and is released at the fifth forward speed and the third forward speed.
- a brake B-1 (second shift engagement element) engaged at the second forward speed.
- the shift release side control means 31 continues to determine whether or not the predetermined time tmr_wait has elapsed (Tmr_wait ⁇ 0) (S2; NO), and when the predetermined time tmr_wait has elapsed and the timer has expired (S2; YES) ) To proceed to step S3.
- the initial speed change control after the hydraulic pressure of the hydraulic servo of the clutch C-2 is lowered by one step, the hydraulic pressure is gradually lowered until just before the clutch C-2 starts to slip. Then, in step S4, the start of shifting is determined. If it is determined that shifting is started (S4; YES), the process proceeds to step S5.
- step S5 (corresponding to time points t 6 to t 8 in FIG. 9), inertia phase shift control is executed, and the process proceeds to step S6.
- the hydraulic pressure of the clutch C-2 is further lowered, so that the power transmission between the engine 2 and the drive wheel (counter gear 11) is gradually disconnected by the automatic transmission mechanism 5, and the load is reduced. The reduced rotational speed of the engine 2 starts to rise.
- step S8 it is determined whether or not a predetermined time Tmr_Fin has elapsed (Tmr_Fin ⁇ 0) (S8; NO), and when the timer expires (S8; YES), the process proceeds to step S9 to perform release hold completion control. finish.
- step S15 the hydraulic pressure of the hydraulic servo of the clutch C-1 that is the first shift engagement element is increased, and the backlash movement between the piston of the hydraulic servo and the friction plate of the clutch C-1 is performed (see FIG. 9 corresponding to time points t 3 to t 7 ).
- step S15 the shift progress determining means 33 determines whether or not the first shift end determination is established while monitoring the shift progress.
- the speed diagram shows that the release hydraulic pressure of the first shift (the hydraulic pressure of the clutch C-2) is the maximum.
- the hydraulic pressure of the clutch C-3 once lowered is increased.
- the release hydraulic pressure of the second shift (the hydraulic pressure of the clutch C-3) is reduced, and the rotation of the turbine runner 4b (hereinafter referred to as turbine rotation) is further blown up.
- step S16 the engagement holding completion control A (A control) for quickly reducing the hydraulic pressure to a certain extent with a steep slope is performed.
- start corresponding to time points t 7 to t 8 in FIG. 9.
- the hydraulic pressure of the hydraulic servo is quickly raised until immediately before the differential rotation of the clutch disappears. That is, the engagement hydraulic pressure of the first shift (the hydraulic pressure of the clutch C-1) is started to be applied, and the engagement hydraulic pressure of the clutch C-3 is controlled to be increased by feedback control in order to suppress the blow-up of the turbine rotation.
- the velocity diagram at this time is as shown in FIG.
- step S17 the shift engagement side control means 32 monitors the release torque capacity (clutch C-3) of the second shift, calculates a required target pressure that is indispensable or higher, and calculates the torque capacity of the clutch C-1. It is determined whether or not (first shift engagement torque capacity) is higher than the torque capacity (second shift release torque capacity) of clutch C-3 ⁇ ⁇ (safety factor for inertia), otherwise (S17; NO) ) Repeats the engagement holding completion control A in step S16.
- the shift engagement side control means 32 determines that the clutch C-1 torque capacity is higher than the clutch C-3 torque capacity ⁇ ⁇ (S17; YES), it stops the engagement holding completion control A, and the step Proceeding to S18, engagement holding completion control B (B control) is started, and sweep-up is performed with a relatively gentle gradient (corresponding to time points t 8 to t 11 in FIG. 9).
- the speed diagram is as shown in FIG.
- the carrier CR1 and the sun gear S2 can be synchronized by supplying the hydraulic pressure of the clutch C-3.
- the torque capacity of the clutch C-1 is low (small)
- the carrier is engaged by the engagement of the clutch C-3.
- CR1 is linked to the sun gear S2
- the ring gear R1 is not linked to the carrier CR2 due to the non-engagement of the clutch C-2
- the carrier CR1 is not linked to the sun gear S3 due to the non-engagement of the clutch C-1.
- the differential rotation between the carrier CR1 and the sun gear S3 spreads, and no force is generated to reduce (suppress) the turbine rotation.
- the torque capacity of the clutch C-3 ⁇ ⁇ ⁇ the torque capacity of the clutch C-1 is controlled in step S17.
- the diagram is as shown in FIG.
- the clutch C-3 since the torque capacity of the clutch C-1 is increased in accordance with the increase in the torque capacity of the clutch C-3, the clutch C-3 is in a state where the ring gear R1 is not linked to the carrier CR2 due to the non-engagement of the clutch C-2.
- the carrier CR1 is linked to the sun gear S2 by the engagement of the clutch C-1, and the carrier CR1 is linked to the sun gear S3 by the engagement of the clutch C-1, so that a force for reducing the turbine rotation is generated.
- step S18 (corresponding to time points t 8 to t 11 in FIG. 9), the shift engagement side control means 32 ensures that the target pressure is higher than the pressure corresponding to the torque capacity of the second shift release element in step S17.
- the engagement holding completion control B is started.
- the torque capacity of the clutch C-1 is increased with a gentle basic gradient, but the increase in the torque capacity of the clutch C-3 as the second shift release element is also corrected.
- it progresses to step S19.
- step S19 it is determined by the shift progress determining means 33 whether or not the second shift end determination is satisfied (that is, whether or not the gear ratio of the second gear is exceeded), and the shift engagement side control means 32 is If the second shift end determination is not satisfied, step S18 is repeated, and if it is satisfied, the process proceeds to step S20 to execute engagement holding completion control C (C control).
- C control engagement holding completion control
- the carrier CR1 is not linked to the sun gear S2 due to the non-engagement of the clutch C-3, the carrier CR1 is linked to the sun gear S3 due to the engagement of the clutch C-1, and the sun gear S2 is caused to operate by the operation of the brake B-1. Locked.
- step S20 (corresponding to time points t 11 to t 12 in FIG. 9), the engagement holding completion control C (C control) is executed, and then the process proceeds to step S21.
- control is performed so that the hydraulic pressure is rapidly increased at a steep slope after the end of the second shift. Note that, in the period from time t 11 to time t 12 in FIG. 9, the hydraulic pressure is actually increased with the torque sharing change reset to the second gear.
- step S21 it is determined whether or not to end the shift control. While it is determined that the shift control is not terminated, step S20 is repeated, and is terminated when it is determined that the shift control is terminated.
- step S32 the rotation change amount (ShiftR ) Is monitored, and it is determined whether or not the rotation change amount (ShiftR) exceeds a predetermined rotation change amount (ShiftR> ShiftRallow_rel). While ShiftR> ShiftRallow_rel is not satisfied (S32; NO), step S32 is repeated, and when ShiftR> ShiftRallow_rel is satisfied (S32; YES), the process proceeds to step S33.
- step S33 (corresponding to time points t 1 to t 4 in FIG. 9), the engagement holding standby control is started, and then the process proceeds to step S34.
- step S34 the shift release side control means 31 determines whether or not the first shift end determination is established (the third gear is established) based on the determination of the shift progress determination means 33. S33 is repeated, and when it is established, the process proceeds to step S35.
- step S35 downshift release control (3-2 shift release control) is started and initial shift control is started, and the process proceeds to step S36.
- step S36 it is determined whether or not the second shift is to be started by monitoring whether or not the third gear or higher is established in the 3-2 shift, and step S36 is repeated while it is determined not to start.
- step S37 time points t 7 to t 8 in FIG. 9
- inertia phase shift control is performed to release the hydraulic pressure at a constant gradient, and the process proceeds to step S38.
- step S38 ShiftR (rotational change amount) is monitored to determine whether the rotational change amount (ShiftR) exceeds a predetermined rotational change amount (ShiftR> startFB). While ShiftR> startFB is not satisfied (S38; NO), step S37 is repeated, and when ShiftR> startFB is satisfied (S38; YES), the process proceeds to step S39.
- Step S39 In (time t 8 ⁇ t 12 in FIG. 9), the engaging-side shift control section 32 starts the rotation change rate control is a feedback control, will rapidly increase the hydraulic pressure, the process proceeds to step S40.
- the shift release side control means 31 determines whether or not the second shift end determination is satisfied based on the determination of the shift progress determination means 33, and while the second shift end determination is not satisfied (S40; NO) repeats the step S39, the second shift end judgment is when a condition is satisfied (S40; the process proceeds to step S41 in YES), it initiates a complete control (time t 12 ⁇ t 14 in FIG. 9).
- step S51 when the shift release side control means 31 starts the 5-2 shift control in step S51, the rotation change amount ( ShiftR) is monitored, and it is determined whether or not the rotation change amount (ShiftR) exceeds a predetermined rotation change amount (ShiftR> ShiftRallow_app). While ShiftR> ShiftRallow_app is not satisfied (S52; NO), step S52 is repeated, and when ShiftR> ShiftRallow_app is satisfied (S52; YES), the process proceeds to step S53.
- step S53 time points t 5 to t 8 in FIG. 9
- the release hold standby control is a control that closes the stroke to some extent (backlash).
- step S54 the shift engagement side control means 32 determines whether or not the first shift end determination is satisfied based on the determination of the shift progress determination means 33, and repeats step S54 while determining that it is not satisfied, When it is determined that it has been established, the process proceeds to step S55.
- step S55 time t 8 ⁇ t 10 in FIG. 9
- step S56 the process proceeds to step S56. That is, when the third gear is established after the end of the first shift control, the servo start control for stabilizing the stroke is started and a constant pressure is output, and then the process proceeds to step S56.
- step S56 the shift engagement side control means 32 determines whether or not the predetermined time cnt_S has elapsed (cnt_S> Time_S_En) from the preset time Time_S_En during the execution of the control in step S55, and does not elapse. During this time, the control in step S55 is repeated. If it has elapsed, the control is stopped and the process proceeds to step S57.
- step S57 time t 10 ⁇ t 11 in FIG. 9
- the hydraulic Although not raise the start of the engagement control for ready to control a degree hydraulic by increased torque, the process proceeds to step S58.
- step S58 the shift engagement side control means 32 determines whether or not the end control start condition is satisfied based on the degree of shift, and determines whether or not the end control start condition is not satisfied. The combined control is repeated, and when it is determined that the final control start condition is satisfied, the process proceeds to step S59.
- step S59 (time points t 11 to t 13 in FIG. 9), sweep-up is performed at a constant gradient, and final control for quickly increasing the torque capacity of the brake B-1 is started, and the process proceeds to step S60.
- step S60 the shift engagement side control means 32 determines whether or not the second shift end determination is satisfied based on the determination of the shift progress determination means 33, and while the second shift end determination is not satisfied, step S60 is performed. S59 is repeated, and when it is determined that the second shift end determination has been established, the routine proceeds to step S61, where completion control (time points t 13 to t 14 in FIG. 9) is started. In other words, when the engine 2 is looking at a change in rotation and it is determined that the change in rotation has reached the gear stage, it is grasped with good timing.
- the shift release side control means 31 performs the clutch C-3 (second shift shift) necessary for making an appropriate rotation change in the shift by changing the gripping of two different friction engagement elements.
- the release hydraulic pressure of the release element is calculated and output based on the FB control.
- the torque capacity of the clutch C-3 is monitored to ensure that the clutch C-1 has a sufficient reaction force. By doing so, the FB control by the clutch C-3 can be guaranteed.
- the shift control means 30 performs FB control of the hydraulic pressure of the clutch C-3 that is the second shift release element during the downshift, and as the torque capacity of the clutch C-3 increases. Control is performed so that the torque capacity of the clutch C-1 as the first shift engagement element is sufficiently higher than the change in the torque capacity of the clutch C-3. For this reason, due to insufficient torque capacity of the first shift engagement element, a sufficient reaction force cannot be ensured at the time of gripping, and the FB control of the second shift release element cannot be performed properly, and the rotation change It is possible to effectively suppress the occurrence of inconvenience such as a shift shock due to difficulty in control by appropriately performing the downshift.
- the shift control means 30 is connected to the clutch C-2 and the clutch C-2. After sequentially reducing each torque capacity of C-3, the torque capacity of the clutch C-3 is increased and reduced again by FB control, and the torque capacity of the clutch C-3 by FB control is monitored. Control is performed so that the torque capacity of the clutch C-1 that forms the reaction force during the FB control is sufficiently higher than the change in the torque capacity of the clutch C-3.
- the FB control of the clutch C-3 as the second shift release element is ensured, and the deterring force against the engine blow is reduced. It can be generated effectively.
- step S81 to S85 in FIG. 15 are the same as the processes in steps S11 to S15 in FIG. 6 in the present embodiment, but the processes in and after step S86 are different from the present embodiment. Different.
- step S85 it is determined whether or not the first shift end determination is satisfied, and if it is determined that the first shift end determination is satisfied (S85; YES), step S86. Then, the engagement holding completion control is started and the hydraulic pressure of the hydraulic servo of the clutch C-1 is increased (sweep up) at a constant gradient.
- step S87 it is determined whether or not the shift control has been completed, and the process ends when it is determined that the shift control has been completed.
- the engagement holding completion control in this basic technique simply increases the hydraulic pressure to the clutch C-1 with a constant sweep gradient. As shown, the torque capacity of the clutch C-1 falls below the torque capacity of the clutch C-3, resulting in a shortage To of the torque capacity of the first speed change engagement element (time points t 28 to t in the figure). 31 ). For this reason, even if the same release pressure is applied, the reaction force by the clutch C-1 is insufficient and engine blow occurs, and a shift shock F as shown at time points t 30 to t 31 in the figure occurs. .
- the clutch C-2 is replaced with the clutch C-1 at the time of 5 ⁇ 3 shift, but the clutch C-3 is maintained in the engaged state, so that the torque capacity is maintained. There is no shortage.
- increasing the torque capacity of the clutch C-1 that has been grabbed and releasing the clutch C-3 to grasp the brake B-1 results in all of the hydraulic pressure being controlled. There is a risk of insufficient capacity.
- the present invention is applied to the 5-2 shift (5 ⁇ 3 ⁇ 2 shift).
- the present invention is not limited to this.
- the first shift engagement element that was the clutch C-1 in this embodiment is the clutch C-1
- the first shift release element that was the clutch C-2 in this embodiment is the clutch C-1
- the second shift release element that was the clutch C-3 in this embodiment is the clutch C-2
- the second shift engagement element that was the brake B-1 in the present embodiment is the clutch C-2. -3.
- the automatic transmission 3 has been described by taking as an example the one that achieves the preferred 6 forward speed and 1 reverse speed for use in an FF type vehicle, but is not limited thereto.
- the present invention can be applied even to an automatic transmission suitable for use in an FR type (front engine / rear drive) and other types of vehicles.
- the shift control device for an automatic transmission can be used for an automatic transmission mounted on a passenger car, a truck, a bus, an agricultural machine, and the like, and in particular, an automatic shift capable of performing a jump shift by gripping. It is suitable for use in equipment that requires improvement of shift shock.
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Abstract
Description
前記2つずつの摩擦係合要素は、
前記中間段より高速側の高速段では係合状態にあり該高速段から前記中間段への変速時に解放される第1変速解放要素(例えばC-2又はC-3)及び前記高速段では係合状態にあり該高速段から前記中間段への変速時には係合を維持しかつ前記中間段より低速側の低速段への変速時には解放される第2変速解放要素(例えばC-3又はC-2)と、前記高速段では解放状態にあり前記中間段にて係合されて前記低速段まで該係合を維持する第1変速係合要素(例えばC-1)及び前記高速段と前記中間段では解放状態にあり前記低速段にて係合される第2変速係合要素(例えばB-1又はC-3)と、であり、
前記制御手段(30)は、
前記ダウンシフトに際して、前記第2変速解放要素(例えばC-3)の油圧をフィードバック制御しつつ、該第2変速解放要素のトルク容量の増加に伴って前記第1変速係合要素(例えばC-1)のトルク容量を、前記第2変速解放要素(例えばC-3又はC-2)のトルク容量の変化分より十分に高くなるように制御してなる、ことを特徴とする。
Claims (3)
- 変速歯車機構における複数の動力伝達経路を各係合状態により達成する複数の摩擦係合要素を有し、それら摩擦係合要素同士の掴み換えにより変速を行う有段式の自動変速機に用いられるものであって、1回の掴み換えにより、前記複数の摩擦係合要素における2つずつをそれぞれ断・接作動させて中間段を経由して2段以上離れた変速段にダウンシフトする制御を行い得る制御手段を備えた自動変速機の変速制御装置において、
前記2つずつの摩擦係合要素は、
前記中間段より高速側の高速段では係合状態にあり該高速段から前記中間段への変速時に解放される第1変速解放要素及び前記高速段では係合状態にあり該高速段から前記中間段への変速時には係合を維持しかつ前記中間段より低速側の低速段への変速時には解放される第2変速解放要素と、前記高速段では解放状態にあり前記中間段にて係合されて前記低速段まで該係合を維持する第1変速係合要素及び前記高速段と前記中間段では解放状態にあり前記低速段にて係合される第2変速係合要素と、であり、
前記制御手段は、
前記ダウンシフトに際して、前記第2変速解放要素の油圧をフィードバック制御しつつ、該第2変速解放要素のトルク容量の増加に伴って前記第1変速係合要素のトルク容量を、前記第2変速解放要素のトルク容量の変化分より十分に高くなるように制御してなる、
ことを特徴とする自動変速機の変速制御装置。 - 前記制御手段は、
前記ダウンシフトに際して、前記第1変速解放要素と前記第2変速解放要素の各トルク容量を順次低減した後、該第2変速解放要素のトルク容量をフィードバック制御で上昇させつつ再度低減すると共に、該フィードバック制御による前記第2変速解放要素のトルク容量を監視しつつ、該フィードバック制御時の反力を成す前記第1変速係合要素のトルク容量を、前記第2変速解放要素の前記トルク容量の変化分より十分に高くなるように制御してなる、
ことを特徴とする請求項1記載の自動変速機の変速制御装置。 - 前記第1変速解放要素と前記第2変速係合要素とが同じ摩擦係合要素である、
ことを特徴とする請求項1又は2記載の自動変速機の変速制御装置。
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DE112008001572T DE112008001572T5 (de) | 2007-12-28 | 2008-06-05 | Schaltsteuervorrichtung für ein Automatikgetriebe |
CN2008800207565A CN101688600B (zh) | 2007-12-28 | 2008-06-05 | 自动变速器的变速控制装置 |
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JP (1) | JP5228892B2 (ja) |
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JP5164945B2 (ja) * | 2009-08-25 | 2013-03-21 | ジヤトコ株式会社 | 自動変速機の制御装置 |
WO2011058616A1 (ja) * | 2009-11-16 | 2011-05-19 | トヨタ自動車株式会社 | 流体伝達装置 |
JP5218860B2 (ja) * | 2010-04-02 | 2013-06-26 | アイシン・エィ・ダブリュ株式会社 | 制御装置 |
GB2517438B (en) * | 2013-08-19 | 2016-02-24 | Jaguar Land Rover Ltd | Method and apparatus for downshifting an automatic vehicle transmission |
US10364884B2 (en) * | 2017-03-02 | 2019-07-30 | Honda Motor Co., Ltd. | Gear shift control device, a vehicle using the same, and gear shift control method |
WO2019159978A1 (ja) * | 2018-02-14 | 2019-08-22 | ジヤトコ株式会社 | 自動変速機の制御装置及び自動変速機の制御方法 |
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- 2008-06-05 DE DE112008001572T patent/DE112008001572T5/de not_active Withdrawn
- 2008-06-05 CN CN2008800207565A patent/CN101688600B/zh not_active Expired - Fee Related
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US8142320B2 (en) | 2012-03-27 |
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JP5228892B2 (ja) | 2013-07-03 |
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