WO2012111192A1 - 変速ショック評価装置及びその評価方法 - Google Patents
変速ショック評価装置及びその評価方法 Download PDFInfo
- Publication number
- WO2012111192A1 WO2012111192A1 PCT/JP2011/073956 JP2011073956W WO2012111192A1 WO 2012111192 A1 WO2012111192 A1 WO 2012111192A1 JP 2011073956 W JP2011073956 W JP 2011073956W WO 2012111192 A1 WO2012111192 A1 WO 2012111192A1
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- WIPO (PCT)
- Prior art keywords
- acceleration
- shift
- length
- vehicle
- evaluation
- Prior art date
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/02—Gearings; Transmission mechanisms
- G01M13/021—Gearings
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/02—Gearings; Transmission mechanisms
-
- 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
- F16H61/0437—Smoothing ratio shift by using electrical signals
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/02—Gearings; Transmission mechanisms
- G01M13/022—Power-transmitting couplings or clutches
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
- G01M17/06—Steering behaviour; Rolling behaviour
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
Definitions
- the present invention relates to a technique for evaluating a shift shock of an automatic transmission.
- the evaluator gives a score according to the degree of shock felt at the time of shifting, and further uses the longitudinal acceleration detected as a reference value for judging whether this score is appropriate, The method was adopted.
- leveling may be performed between the evaluators, but it is impossible to make the variation zero, and time and cost for leveling are generated.
- An object of the present invention is to make it possible to correctly evaluate a transmission of an automatic transmission without depending on an evaluator's sense.
- a shift shock evaluation device for an automatic transmission mounted on a vehicle, the longitudinal acceleration detection unit for detecting the longitudinal acceleration of the vehicle, and the vertical acceleration for detecting the vertical acceleration of the vehicle. Calculating the length of the trajectory obtained by plotting the detected longitudinal acceleration and vertical acceleration in a three-dimensional space along the time axis between the detection unit and the shift start of the automatic transmission until the shift completion; A trajectory length calculation unit for calculating a trajectory length per unit time by dividing the length of the trajectory by a time interval from the start of the shift to the completion of the shift, and a shift shock as the trajectory length per unit time increases.
- a shift shock evaluation unit including a shift shock evaluation unit that evaluates that is large is provided.
- the trajectory length per unit time is a parameter that comprehensively represents the change in acceleration in the front-rear direction during gear shifting and the sinking of the front or rear of the vehicle. Therefore, according to the said aspect, it is possible to perform the correct evaluation close
- FIG. 1 is a schematic configuration diagram of a shift shock evaluation device according to an embodiment of the present invention.
- FIG. 2 is a flowchart showing a shift shock evaluation procedure.
- FIG. 3A is a diagram showing the filtering characteristics of the static shift filter.
- FIG. 3B is a diagram illustrating a filtering characteristic of the longitudinal acceleration filter during dynamic shifting.
- FIG. 3C is a diagram showing a filtering characteristic of the vertical acceleration filter for dynamic shift.
- FIG. 4A is a three-dimensional graph obtained when acceleration is recorded without filtering.
- FIG. 4B is a three-dimensional graph obtained when the filtered acceleration is recorded.
- FIG. 4C is an explanatory diagram for describing a shift shock evaluation procedure according to the embodiment of the present invention.
- FIG. 5 is a table for calculating a score from the trajectory length per unit time.
- FIG. 1 shows a schematic configuration of a shift shock evaluation device 1 according to an embodiment of the present invention.
- the shift shock evaluation device 1 is mounted on a vehicle on which an automatic transmission 11 is mounted, and includes an evaluation unit 2 and a longitudinal acceleration sensor 3 and a vertical acceleration sensor 4 that are electrically connected to the evaluation unit 2.
- the evaluation unit 2 is a computer that can be mounted on the vehicle, such as a laptop computer or a handheld computer.
- the storage device of the evaluation unit 2 stores a program for causing the CPU to execute an evaluation procedure described later.
- the evaluation unit 2 is connected to a transmission controller (ATC) 12 for controlling the automatic transmission 11.
- a transmission speed signal, a shift start signal indicating that the automatic transmission 11 has started shifting, and a shift completion signal indicating that the shift of the automatic transmission 11 has been completed are input to the evaluation unit 2 from the transmission controller 12.
- the longitudinal acceleration sensor 3 and the vertical acceleration sensor 4 are each a piezoelectric acceleration sensor and are attached to the floor of the vehicle.
- the longitudinal acceleration sensor 3 detects the longitudinal acceleration of the vehicle, and the vertical acceleration detects the vertical acceleration of the vehicle. Output signals from the longitudinal acceleration sensor 3 and the vertical acceleration sensor 4 are input to the evaluation unit 2.
- the evaluation unit 2 evaluates the shift shock based on the longitudinal acceleration and the vertical acceleration detected by the longitudinal acceleration sensor 3 and the vertical acceleration sensor 4 when the automatic transmission 11 is shifted.
- the evaluation result is stored in the storage device of the evaluation unit 2 and displayed on the display of the evaluation unit 2.
- FIG. 2 shows a processing flow of the evaluation unit 2 when the evaluation unit 2 evaluates the shift shock of the automatic transmission 11.
- the evaluation unit 2 determines whether or not the automatic transmission 11 has started shifting based on whether a shift start signal is input from the transmission controller 12. If a shift start signal is input and it is determined that the automatic transmission 11 has started shifting, the process proceeds to S2. Otherwise, the process of S1 is repeated.
- the evaluation unit 2 reads the longitudinal acceleration and the vertical acceleration detected by the longitudinal acceleration sensor 3 and the vertical acceleration sensor 4.
- the evaluation unit 2 determines whether the vehicle is stopped based on the vehicle speed signal. If the vehicle is stopped, the process proceeds to S4. If the vehicle is traveling, the process proceeds to S5. Such a determination is made even if the vehicle is in the same shift, and the acceleration caused by other than the shift shock included in the detected acceleration differs depending on whether the vehicle is running, and the acceleration caused by other than the shift shock is removed. This is because the filters required for this are different.
- a shift performed while the vehicle is stopped is expressed as a static shift
- a shift performed while traveling is expressed as a dynamic shift.
- the evaluation unit 2 applies the static shift filter shown in FIG. 3A to the longitudinal acceleration and the vertical acceleration detected by the longitudinal acceleration sensor 3 and the vertical acceleration sensor 4, and the detected longitudinal acceleration and vertical acceleration are detected.
- the acceleration caused by the input from the engine is removed, and only the acceleration caused by the torque fluctuation at the time of shifting is extracted.
- the static shift filter (FIG. 3A) is a low-pass filter that passes only frequencies below a specific frequency (for example, frequencies below 20 Hz).
- the evaluation unit 2 applies the dynamic shift longitudinal acceleration filter shown in FIG. 3B to the longitudinal acceleration detected by the longitudinal acceleration sensor 3, and also uses the dynamic shift vertical acceleration filter shown in FIG. 3C.
- a filter is applied to the vertical acceleration extracted by the vertical acceleration sensor 4 to remove the acceleration caused by the input from the engine and the acceleration caused by the input from the road surface from the detected longitudinal acceleration and vertical acceleration, and at the time of shifting Only the acceleration due to the torque fluctuation is extracted.
- the dynamic shift filter passes only an acceleration of a predetermined amplitude level (for example, ⁇ tens of dB to ⁇ 70 dB depending on the frequency) in a low frequency range (for example, 20 Hz or less). Special filter.
- Acceleration resulting from torque fluctuation at the time of shifting extracted in this manner is a combination of vertical acceleration due to the sinking of the front or rear of the vehicle that occurs during shifting in addition to the longitudinal acceleration of the vehicle.
- the evaluation unit 2 stores the filtered longitudinal acceleration and vertical acceleration in the storage device together with the elapsed time from the start of shifting.
- the evaluation unit 2 determines whether the automatic transmission 11 has completed the shift based on whether the shift completion signal from the transmission controller 12 has been input. If a shift completion signal is input and it is determined that the automatic transmission 11 has completed the shift, the process proceeds to S8. If the shift completion signal has not been input and the automatic transmission 11 is still shifting, the process returns to S2 and the processes of S2 to S7 are repeated.
- the evaluation unit 2 displays the filtered longitudinal acceleration and vertical acceleration stored in the storage device in a three-dimensional space along the time axis, specifically, the X axis, the Y axis, and the Z axis. Plot in a space that is acceleration, vertical acceleration, and elapsed time from the start of shifting.
- a vibration waveform as shown in FIG. 4A is obtained.
- the acceleration caused by the shift shock as shown in FIG. 4B is obtained.
- a waveform consisting of only is obtained.
- the evaluation unit 2 refers to the evaluation table shown in FIG. 5, obtains a score corresponding to the trajectory length DL per unit time, stores it in the storage device, and displays it on the display.
- the score is, for example, five levels of 1 to 5, and is set so that the longer the locus length DL per unit time, the smaller the value, that is, the evaluation that the shift shock is large.
- the shift shock is evaluated based on the trajectory length DL per unit time, and it is evaluated that the shift shock is larger as the trajectory length DL per unit time is longer.
- the trajectory length DL per unit time is a parameter that comprehensively expresses the acceleration change in the front-rear direction at the time of shifting and the sinking of the front or rear of the vehicle. A correct evaluation close to can be made.
- trajectory length DL per unit time is calculated according to a predetermined calculation method and evaluation is performed using a predetermined evaluation table, there is no variation between evaluators as in the conventional evaluation method, Uniform evaluation can be realized at low cost.
- the acceleration due to the input from the engine and the acceleration due to the input from the road surface are excluded.
- the evaluation is performed based only on the acceleration caused by the torque fluctuation at the time of shifting, and a highly accurate evaluation is realized.
- the longitudinal acceleration and the vertical acceleration of the vehicle are detected by sensors provided separately, but a sensor for detecting acceleration in a three-dimensional direction may be provided instead.
- the evaluation unit 2 is mounted on the vehicle so that the evaluation can be performed on the vehicle, the evaluation may be performed outside the vehicle using the data stored in the recording device.
- acceleration caused by input from the engine and acceleration caused by input from the road surface are excluded. Only the acceleration caused by the input may be excluded.
- the method of calculating the score from the trajectory length DL per unit time is not limited to the method of referring to the above table, and the score may be calculated based on a preset arithmetic expression.
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- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Claims (3)
- 車両に搭載される自動変速機の変速ショック評価装置であって、
前記車両の前後加速度を検出する前後加速度検出ユニットと、
前記車両の上下加速度を検出する上下加速度検出ユニットと、
前記自動変速機の変速開始から変速完了までの間、検出された前記前後加速度及び上下加速度を時間軸に沿って3次元空間にプロットして得られる軌跡の長さを算出し、該軌跡の長さを前記変速開始から前記変速完了までの時間間隔で割って単位時間あたりの軌跡長を算出する単位時間あたり軌跡長算出ユニットと、
前記単位時間あたりの軌跡長が長いほど変速ショックが大きいと評価する変速ショック評価ユニットと、
を備えた変速ショック評価装置。 - 請求項1に記載の変速ショック評価装置であって、
検出された前記前後加速度及び上下加速度からエンジンからの入力に起因する加速度及び/又は路面からの入力に起因する加速度を取り除くフィルタリングユニットと、
前記単位時間あたり軌跡長算出ユニットは、前記フィルタリング後の値を時間軸に沿って3次元空間にプロットして得られる軌跡の長さを算出する、
変速ショック評価装置。 - 車両に搭載される自動変速機の変速ショック評価方法であって、
前記車両の前後加速度を検出することと、
前記車両の上下加速度を検出することと、
前記自動変速機の変速開始から変速完了までの間、検出された前記前後加速度及び上下加速度を時間軸に沿って3次元空間にプロットして得られる軌跡の長さを算出し、該軌跡の長さを前記変速開始から前記変速完了までの時間間隔で割って単位時間あたりの軌跡長を算出することと、
前記単位時間あたりの軌跡長が長いほど変速ショックが大きいと評価することと、
を含む変速ショック評価方法。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/985,802 US8973432B2 (en) | 2011-02-18 | 2011-10-18 | Gear shift shock evaluation apparatus and evaluation method of the same |
JP2012557780A JP5568647B2 (ja) | 2011-02-18 | 2011-10-18 | 変速ショック評価装置及びその評価方法 |
KR1020137021455A KR101481361B1 (ko) | 2011-02-18 | 2011-10-18 | 변속 쇼크 평가 장치 및 그 평가 방법 |
CN201180064021.4A CN103282760B (zh) | 2011-02-18 | 2011-10-18 | 变速冲击评价装置及其评价方法 |
EP11858649.4A EP2677295A4 (en) | 2011-02-18 | 2011-10-18 | Transmission shock evaluation device and evaluation method therefor |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2011033467 | 2011-02-18 | ||
JP2011-033467 | 2011-02-18 |
Publications (1)
Publication Number | Publication Date |
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WO2012111192A1 true WO2012111192A1 (ja) | 2012-08-23 |
Family
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/JP2011/073956 WO2012111192A1 (ja) | 2011-02-18 | 2011-10-18 | 変速ショック評価装置及びその評価方法 |
Country Status (6)
Country | Link |
---|---|
US (1) | US8973432B2 (ja) |
EP (1) | EP2677295A4 (ja) |
JP (1) | JP5568647B2 (ja) |
KR (1) | KR101481361B1 (ja) |
CN (1) | CN103282760B (ja) |
WO (1) | WO2012111192A1 (ja) |
Cited By (2)
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---|---|---|---|---|
CN103674543A (zh) * | 2012-09-24 | 2014-03-26 | 现代自动车株式会社 | 车辆的换档感觉的评价方法 |
DE102021116008A1 (de) | 2020-06-24 | 2021-12-30 | Toyota Jidosha Kabushiki Kaisha | Fehlerbewertungsvorrichtung für ein automatikgetriebe, fehlerbewertungsverfahren für ein automatikgetriebe, und nichtflüchtiges speichermedium, das ein fehlerbewertungsprogramm für ein automatikgetriebe speichert |
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US11073090B2 (en) | 2016-03-30 | 2021-07-27 | General Electric Company | Valved airflow passage assembly for adjusting airflow distortion in gas turbine engine |
KR102508562B1 (ko) | 2017-01-10 | 2023-03-10 | 석 영 정 | 직무능력 예측을 포함하는 직무 자동매칭 서비스 및 그를 이용하는 컴퓨팅 장치 |
CN111751109B (zh) * | 2020-06-30 | 2022-06-07 | 重庆长安汽车股份有限公司 | 整车状态下评价双离合自动变速器坡道起步性能的方法 |
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CN103674543A (zh) * | 2012-09-24 | 2014-03-26 | 现代自动车株式会社 | 车辆的换档感觉的评价方法 |
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CN103674543B (zh) * | 2012-09-24 | 2018-06-05 | 现代自动车株式会社 | 车辆的换档感觉的评价方法 |
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DE102021116008A1 (de) | 2020-06-24 | 2021-12-30 | Toyota Jidosha Kabushiki Kaisha | Fehlerbewertungsvorrichtung für ein automatikgetriebe, fehlerbewertungsverfahren für ein automatikgetriebe, und nichtflüchtiges speichermedium, das ein fehlerbewertungsprogramm für ein automatikgetriebe speichert |
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Also Published As
Publication number | Publication date |
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JP5568647B2 (ja) | 2014-08-06 |
KR20130108466A (ko) | 2013-10-02 |
CN103282760A (zh) | 2013-09-04 |
CN103282760B (zh) | 2015-08-26 |
KR101481361B1 (ko) | 2015-01-09 |
JPWO2012111192A1 (ja) | 2014-07-03 |
EP2677295A4 (en) | 2017-05-17 |
US8973432B2 (en) | 2015-03-10 |
EP2677295A1 (en) | 2013-12-25 |
US20130319099A1 (en) | 2013-12-05 |
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