WO2012133808A1 - 変速装置の制御装置および制御方法 - Google Patents
変速装置の制御装置および制御方法 Download PDFInfo
- Publication number
- WO2012133808A1 WO2012133808A1 PCT/JP2012/058657 JP2012058657W WO2012133808A1 WO 2012133808 A1 WO2012133808 A1 WO 2012133808A1 JP 2012058657 W JP2012058657 W JP 2012058657W WO 2012133808 A1 WO2012133808 A1 WO 2012133808A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- abnormal
- engagement
- friction engagement
- engagement elements
- speed
- Prior art date
Links
Images
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
- F16H59/68—Inputs being a function of gearing status
-
- 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
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
-
- 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
- F16H61/68—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 specially adapted for stepped gearings
- F16H61/684—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 specially adapted for stepped gearings without interruption of drive
- F16H61/686—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 specially adapted for stepped gearings without interruption of drive with orbital gears
-
- 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
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1204—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures for malfunction caused by simultaneous engagement of different ratios resulting in transmission lock state or tie-up condition
Definitions
- the present invention includes a control for a transmission that includes at least three or more friction engagement elements and that can simultaneously engage two or more of the three or more friction engagement elements to form a plurality of shift stages.
- the present invention relates to an apparatus and a control method.
- the present invention provides a transmission apparatus when an abnormality occurs in which at least one friction engagement element other than the two or more friction engagement elements is engaged during simultaneous engagement of two or more friction engagement elements.
- the main purpose is to make the state more appropriate.
- control device and control method for a transmission according to the present invention employ the following means in order to achieve the main object.
- the transmission control device of the present invention includes: A transmission mechanism having at least three or more friction engagement elements and capable of simultaneously engaging two or more of the three or more friction engagement elements to form a plurality of shift stages, and corresponding friction engagements
- a control device for a transmission including a plurality of pressure regulating valves that regulate the hydraulic pressure to the combined element based on the target hydraulic pressure, Occurrence of an abnormality in which a part of two or more friction engagement elements to be simultaneously engaged is engaged with at least one other friction engagement element during the simultaneous engagement of the two or more friction engagement elements Determination as an abnormal-time engagement element that is sometimes maintained in engagement, and determination as an abnormal-time slip element that slides other than the part of the two or more friction engagement elements when the abnormality occurs Means, Based on the input torque of the transmission mechanism and a predetermined torque sharing ratio, the two or more friction engagement elements are formed in a state where the shift stage is formed by the engagement of the two or more friction engagement elements.
- Setting means includes the abnormal-time engagement element and the abnormal-time slip element so that a shift speed higher than a shift speed formed by simultaneous engagement of the two or more friction engagement elements is formed. It is characterized by determining.
- This transmission control device controls a transmission having three or more (M) frictional engagement elements, and two or more (N: simultaneously engaged) to form a shift stage. 2 ⁇ N ⁇ M) a part (n: 1 ⁇ n ⁇ N ⁇ 1) of the frictional engagement elements, at least one other frictional engagement element during simultaneous engagement of the two or more frictional engagement elements
- the engagement element (m: 1 ⁇ m ⁇ MN) is determined as an abnormal engagement element that maintains the engagement when an abnormality occurs, and is included in the two or more friction engagement elements.
- the frictional engagement elements other than the above-mentioned part are determined as slipping elements at the time of abnormality to be slipped when the abnormality occurs.
- the shift stage is formed by the engagement of two or more friction engagement elements, without causing the two or more friction engagement elements to slip, and when an abnormality occurs.
- the target hydraulic pressure of the pressure regulating valve corresponding to two or more friction engagement elements that are simultaneously engaged so as to cause slippage in the engagement element at the time of abnormality is set. Accordingly, when an abnormality occurs in which at least one friction engagement element other than the two or more friction engagement elements is engaged during simultaneous engagement of the two or more friction engagement elements, the abnormal-time slipping element is quickly turned on. And the engagement of the abnormal engagement element can be more reliably maintained. Therefore, after the occurrence of the abnormality, at least other than the abnormal engagement element and the two or more friction engagement elements.
- the transmission can be brought into a more appropriate state. Then, as in this control device, the abnormal-time engagement element and the abnormal-time slipping element are formed so that a speed stage on the higher speed side than the speed stage formed by simultaneous engagement of two or more friction engagement elements is formed. Therefore, it is possible to suppress a downshift when the abnormality occurs, that is, to prevent braking torque from being output to the output member of the transmission, and to improve the speed of the prime mover connected to the transmission. Can be suppressed.
- the determination means includes the abnormality engagement element and at least one friction engagement element other than the two or more friction engagement elements.
- the abnormal engagement element and the abnormal slip element may be determined such that a shift stage that is one speed higher than a shift stage formed by simultaneous engagement is formed.
- the gear position is not changed to the low speed side (downshift side), and it is possible to satisfactorily suppress the prime mover connected to the transmission.
- the abnormal-time engagement element and the abnormal-time slipping element may be determined so that a shift speed that is one speed lower than the highest gear speed is formed by at least one friction engagement element. Good.
- the gear position is changed to a lower speed side, that is, two or more speeds (downshift side). Blowing up can be suppressed.
- the target hydraulic pressure setting means is supplied with a hydraulic pressure corresponding to a shared torque based on the input torque and a torque sharing ratio of the abnormal slip element determined in advance according to the shift speed to the abnormal slip element.
- the hydraulic pressure corresponding to the shared torque based on the input torque and the torque sharing ratio of the abnormal engagement element predetermined according to the shift speed is increased based on the shared torque of the abnormal slip element.
- the target hydraulic pressure of the pressure regulating valve corresponding to the two or more friction engagement elements may be set so that the hydraulic pressure is supplied to the abnormal engagement element. Thereby, during simultaneous engagement of two or more friction engagement elements, the hydraulic pressure supplied to the two or more friction engagement elements, that is, the abnormal-time engagement element and the abnormal-time slipping element is set more appropriately. It becomes possible.
- the control device for another transmission of the present invention includes: A transmission mechanism having at least three or more friction engagement elements and capable of simultaneously engaging two or more of the three or more friction engagement elements to form a plurality of shift stages, and corresponding friction engagements
- a control device for a transmission including a plurality of pressure regulating valves that regulate the hydraulic pressure to the combined element based on the target hydraulic pressure, Occurrence of an abnormality in which a part of two or more friction engagement elements to be simultaneously engaged is engaged with at least one other friction engagement element during the simultaneous engagement of the two or more friction engagement elements Determination as an abnormal-time engagement element that is sometimes maintained in engagement, and determination as an abnormal-time slip element that slides other than the part of the two or more friction engagement elements when the abnormality occurs And two or more of the two or more friction engagement elements are engaged with each other based on an input torque of the transmission mechanism and a predetermined torque sharing ratio.
- the target hydraulic pressure of the pressure regulating valve corresponding to the two or more frictional engagement elements is set so that the frictional engagement element is not slipped and the abnormal engagement element is slipped when the abnormality occurs.
- Target hydraulic pressure setting means to perform With The determination means includes the abnormal-time engagement element and the abnormal-time slip so that a gear position that is lower than a predetermined speed by a speed that is formed by simultaneous engagement of the two or more friction engagement elements is not formed. It is characterized by determining an element.
- This transmission control device controls a transmission having three or more (M) frictional engagement elements, and two or more (N: simultaneously engaged) to form a shift stage. 2 ⁇ N ⁇ M) a part (n: 1 ⁇ n ⁇ N ⁇ 1) of the frictional engagement elements, at least one other frictional engagement element during simultaneous engagement of the two or more frictional engagement elements
- the engagement element (m: 1 ⁇ m ⁇ MN) is determined as an abnormal engagement element that maintains the engagement when an abnormality occurs, and is included in the two or more friction engagement elements.
- the frictional engagement elements other than the above-mentioned part (n ′: 1 ⁇ n ′ ⁇ N ⁇ n) are determined as slipping elements at the time of abnormality to be slipped when the abnormality occurs.
- the control device is configured so that the two gear stages are formed by engaging two or more friction engagement elements based on the input torque of the transmission mechanism and a predetermined torque sharing ratio.
- the target of the pressure regulating valve corresponding to two or more friction engagement elements that are simultaneously engaged without causing the above friction engagement elements to slip and to cause the engagement elements at the time of abnormality to slip when an abnormality occurs Set the hydraulic pressure. Accordingly, when an abnormality occurs in which at least one friction engagement element other than the two or more friction engagement elements is engaged during simultaneous engagement of the two or more friction engagement elements, the abnormal-time slipping element is quickly turned on. And the engagement of the abnormal engagement element can be more reliably maintained. Therefore, after the occurrence of the abnormality, at least other than the abnormal engagement element and the two or more friction engagement elements.
- the transmission can be brought into a more appropriate state. Then, as in this control device, the abnormal engagement element and the abnormal time are set so that a speed lower than a predetermined speed than the speed formed by simultaneous engagement of two or more friction engagement elements is not formed. If the slip element is determined, a sudden downshift such as the fourth speed to the second speed or the sixth speed to the fourth speed or less at the time of occurrence of the abnormality is performed, that is, the transmission. It is possible to suppress a high braking torque from being output to the output member, and it is possible to satisfactorily suppress the blow-up of the prime mover connected to the transmission.
- the determination means includes the abnormality engagement element and at least one friction engagement element other than the two or more friction engagement elements.
- the abnormal engagement element and the abnormal slip element may be determined such that a shift stage on a higher speed side than a shift stage formed by simultaneous engagement is formed.
- the gear position is not changed to the low speed side (downshift side), and it is possible to satisfactorily suppress the prime mover connected to the transmission.
- the abnormal-time engagement element and the abnormal-time slipping element may be determined so that a shift speed that is one speed lower than the highest gear speed is formed by at least one friction engagement element. Good.
- the gear position is changed to a lower speed side, that is, two or more speeds (downshift side). Blowing up can be suppressed.
- the target hydraulic pressure setting means is supplied with a hydraulic pressure corresponding to a shared torque based on the input torque and a torque sharing ratio of the abnormal slip element determined in advance according to the shift speed to the abnormal slip element.
- the hydraulic pressure corresponding to the shared torque based on the input torque and the torque sharing ratio of the abnormal engagement element predetermined according to the shift speed is increased based on the shared torque of the abnormal slip element.
- the target hydraulic pressure of the pressure regulating valve corresponding to the two or more friction engagement elements may be set so that the hydraulic pressure is supplied to the abnormal engagement element. Thereby, during simultaneous engagement of two or more friction engagement elements, the hydraulic pressure supplied to the two or more friction engagement elements, that is, the abnormal-time engagement element and the abnormal-time slipping element is set more appropriately. It becomes possible.
- the transmission device control method of the present invention includes: A transmission mechanism having at least three or more friction engagement elements and capable of simultaneously engaging two or more of the three or more friction engagement elements to form a plurality of shift stages, and corresponding friction engagements
- a control method of a transmission including a plurality of pressure regulating valves that regulate the hydraulic pressure to the combined element based on the target hydraulic pressure, (A) A part of two or more friction engagement elements to be simultaneously engaged is engaged with at least one other friction engagement element during the simultaneous engagement of the two or more friction engagement elements.
- step (B) Based on the input torque of the transmission mechanism and a predetermined torque sharing ratio, the hydraulic pressure supplied to the abnormal engagement element without causing the two or more friction engagement elements to slip. Setting a target hydraulic pressure of the pressure regulating valve corresponding to the two or more friction engagement elements to be higher than the hydraulic pressure supplied to the abnormal slip element; Including In step (a), the abnormal-time engagement element and the abnormal-time slipping element are formed such that a speed stage higher than a speed stage formed by simultaneous engagement of the two or more friction engagement elements is formed. It is characterized by determining.
- the transmission can be brought into a more appropriate state.
- the abnormal-time engagement element and the abnormal-time slipping element are formed so that a gear position on the higher speed side than the gear speed formed by simultaneous engagement of two or more friction engagement elements is formed. Therefore, it is possible to suppress downshifting when the abnormality occurs, that is, to prevent braking torque from being output to the output member of the transmission, and to improve the speed of the prime mover connected to the transmission. Can be suppressed.
- Another transmission control method includes: A transmission mechanism having at least three or more friction engagement elements and capable of simultaneously engaging two or more of the three or more friction engagement elements to form a plurality of shift stages, and corresponding friction engagements
- a control method of a transmission including a plurality of pressure regulating valves that regulate the hydraulic pressure to the combined element based on the target hydraulic pressure, (A) A part of two or more friction engagement elements to be simultaneously engaged is engaged with at least one other friction engagement element during the simultaneous engagement of the two or more friction engagement elements.
- step (B) Based on the input torque of the transmission mechanism and a predetermined torque sharing ratio, the hydraulic pressure supplied to the abnormal engagement element without causing the two or more friction engagement elements to slip. Setting a target hydraulic pressure of the pressure regulating valve corresponding to the two or more friction engagement elements to be higher than the hydraulic pressure supplied to the abnormal slip element; Including In step (a), the abnormal engagement element and the abnormal time are set so that a speed lower than a predetermined speed is not formed with respect to the speed formed by simultaneous engagement of the two or more friction engagement elements. The sliding element is determined.
- the transmission can be brought into a more appropriate state. Then, as in this method, the abnormal-time engagement element and the abnormal-time slip so that a gear position that is lower than a predetermined gear speed by a speed that is formed by simultaneous engagement of two or more friction engagement elements is not formed. If the element is determined, a sudden downshift such as the fourth speed to the second speed or the sixth speed to the fourth speed or less at the time of occurrence of the abnormality is performed. It is possible to suppress the braking torque from being output to the output member, and to satisfactorily suppress the blow-up of the prime mover connected to the transmission.
- FIG. 2 is a schematic configuration diagram of a power transmission device 20.
- FIG. 3 is an operation table showing the relationship between each gear position of the automatic transmission 30 and the operation states of clutches and brakes.
- 3 is a collinear diagram illustrating the relationship between the rotational speeds of rotating elements constituting the automatic transmission 30.
- FIG. FIG. 2 is a system diagram showing a hydraulic control device 50 of the power transmission device 20.
- 3 is a flowchart illustrating an example of a hydraulic control routine executed by a transmission ECU 21 of the power transmission device 20. It is explanatory drawing which shows an example of a torque share ratio map.
- Explanatory diagram illustrating the slip limit torque of the abnormal slip element and the abnormal engagement element when an abnormality that engages the other one clutch or brake occurs while two clutches and the like are simultaneously engaged. It is. It is a schematic block diagram of the automatic transmission 110 which concerns on a modification. 3 is an operation table showing the relationship between each gear position of the automatic transmission 110 and the operation states of clutches and brakes. 3 is a collinear diagram illustrating the relationship between the rotational speeds of rotating elements that constitute the automatic transmission 110.
- FIG. 5 is a chart illustrating an abnormal engagement element and an abnormal slip element at each gear position of the automatic transmission 110.
- FIG. 1 is a schematic configuration diagram of an automobile 10 that is a vehicle equipped with a power transmission device 20 including an automatic transmission 30 that is a transmission device according to an embodiment of the present invention.
- FIG. 2 is a schematic diagram of the power transmission device 20. It is a block diagram.
- An automobile 10 shown in FIG. 1 includes an engine 12 as a prime mover, which is an internal combustion engine that outputs power by an explosion combustion of a mixture of hydrocarbon fuel such as gasoline and light oil, and air, and an engine electronic that controls the engine 12.
- an engine 12 as a prime mover, which is an internal combustion engine that outputs power by an explosion combustion of a mixture of hydrocarbon fuel such as gasoline and light oil, and air, and an engine electronic that controls the engine 12.
- a control unit (hereinafter referred to as “engine ECU”) 14, a brake electronic control unit (hereinafter referred to as “brake ECU”) 15 for controlling an electronically controlled hydraulic brake unit (not shown), and a fluid transmission device (starting device) 23 And an automatic transmission 30 that is a stepped transmission mechanism, a hydraulic control device 50 that supplies and discharges hydraulic oil (working fluid) to and from them, a shift electronic control unit (hereinafter referred to as “transmission ECU”) 21 that controls them And is connected to the crankshaft 16 of the engine 12 and transmits the power from the engine 12 to the left and right drive wheels DW. And a transmission device 20.
- the engine ECU 14, the brake ECU 15 and the transmission ECU 21 are all configured as a microcomputer centered on a CPU (not shown). In addition to the CPU, a ROM for storing various programs, a RAM for temporarily storing data, and an input / output port And a communication port (both not shown).
- the engine ECU 14, the brake ECU 15 and the transmission ECU 21 are connected to each other via a bus line or the like, and exchange of data necessary for control is executed between these ECUs as needed.
- the engine ECU 14 includes a crankshaft (not shown) that detects the accelerator opening Acc from the accelerator pedal position sensor 92 that detects the depression amount (operation amount) of the accelerator pedal 91, the vehicle speed V from the vehicle speed sensor 99, and the rotation of the crankshaft 16. Signals from various sensors such as position sensors, signals from the brake ECU 15 and the shift ECU 21 and the like are input, and the engine ECU 14 is based on these signals, and an electronically controlled throttle valve, fuel injection valve, spark plug, etc. (not shown). To control.
- the brake ECU 15 receives the master cylinder pressure detected by the master cylinder pressure sensor 94 when the brake pedal 93 is depressed, the vehicle speed V from the vehicle speed sensor 99, signals from various sensors (not shown), the engine ECU 14 and the transmission ECU 21.
- the brake ECU 15 controls a brake actuator (hydraulic actuator) (not shown) and the like based on these signals.
- the transmission ECU 21 of the power transmission device 20 is accommodated in the transmission case 22.
- the shift ECU 21 includes a shift range SR from a shift range sensor 96 that detects an operation position of a shift lever 95 for selecting a desired shift range from a plurality of shift ranges, a vehicle speed V from a vehicle speed sensor 99, and not shown. Signals from various sensors, signals from the engine ECU 14 and brake ECU 15, and the like are input, and the transmission ECU 21 controls the fluid transmission device 23, the automatic transmission 30, and the like based on these signals.
- the power transmission device 20 includes a fluid transmission device 23 housed in the transmission case 22, an oil pump 29 as a hydraulic pressure generation source, an automatic transmission 30, and the like.
- the fluid transmission device 23 is configured as a fluid torque converter with a lock-up clutch, and as shown in FIG.
- a pump impeller 24 connected to the crankshaft 16 of the engine 12 via the front cover 18 and a turbine
- the turbine runner 25 fixed to the input shaft (power input member) 31 of the automatic transmission 30 via the hub, the pump impeller 24, and the hydraulic oil from the turbine runner 25 to the pump impeller 24 (inside the turbine runner 25)
- a stator 26 that rectifies the flow of ATF
- a one-way clutch 27 that restricts the rotation direction of the stator 26 to one direction
- a lock-up clutch 28 having a damper mechanism (not shown), and the like.
- the fluid transmission device 23 functions as a torque amplifier due to the action of the stator 26 when the rotational speed difference between the pump impeller 24 and the turbine runner 25 is large, and functions as a fluid coupling when the rotational speed difference between the two is small.
- the lock-up clutch 28 is capable of executing lock-up that directly connects the front cover 18 and the input shaft 31 of the automatic transmission 30 and release of the lock-up.
- the front cover 18 and the input shaft 31 of the automatic transmission 30 are directly connected (locked up) by the lock-up clutch 28, and the power from the engine 12 is transmitted. It is transmitted mechanically and directly to the input shaft 31. At this time, fluctuations in torque transmitted to the input shaft 31 are absorbed by a damper mechanism (not shown).
- the oil pump 29 as a hydraulic pressure generation source is configured as a gear pump including a pump assembly including a pump body and a pump cover, and an external gear connected to the pump impeller 24 of the fluid transmission device 23 via a hub.
- the hydraulic control device 50 is connected.
- the external gear is rotated by the power from the engine 12, and the hydraulic oil stored in the oil pan (both not shown) is sucked by the oil pump 29 through the strainer. And is discharged from the oil pump 29. Accordingly, during operation of the engine 12, the oil pump 29 can generate the hydraulic pressure required by the fluid transmission device 23 and the automatic transmission 30, and supply hydraulic oil to lubricated parts such as various bearings. .
- the automatic transmission 30 is configured as a four-speed transmission, and as shown in FIG. 2, a Ravigneaux planetary gear mechanism 32 and a plurality of power transmission paths for changing the power transmission path from the input side to the output side are provided. It includes clutches C1, C2, and C3 that are hydraulic friction engagement elements, two brakes B1 and B3, and a one-way clutch F2.
- the Ravigneaux type planetary gear mechanism 32 includes two sun gears 33a and 33b which are external gears, a ring gear 34 which is an internal gear fixed to an output shaft (power output member) 37 of the automatic transmission 30, and a sun gear 33a.
- a plurality of short pinion gears 35a meshing with each other, a plurality of long pinion gears 35b meshing with the sun gear 33b and the plurality of short pinion gears 35a and meshing with the ring gear 34, and a plurality of short pinion gears 35a and a plurality of long pinion gears 35b connected to each other are rotated.
- the output shaft 37 of the automatic transmission 30 is connected to the drive wheels DW via a gear mechanism 38 and a differential mechanism 39.
- the clutch C1 is a hydraulic clutch that can fasten the input shaft 31 and the sun gear 33a of the Ravigneaux type planetary gear mechanism 32 and release the fastening of both.
- the clutch C2 is a hydraulic clutch that can fasten the input shaft 31 and the carrier 36 of the Ravigneaux type planetary gear mechanism 32 and can release the fastening of both.
- the clutch C3 is a hydraulic clutch that can fasten the input shaft 31 and the sun gear 33b of the Ravigneaux type planetary gear mechanism 32 and release the fastening of both.
- the brake B1 is a hydraulic clutch capable of fixing the sun gear 33b of the Ravigneaux type planetary gear mechanism 32 to the transmission case 22 and releasing the sun gear 33b from the transmission case 22.
- the brake B3 is a hydraulic clutch that can fix the carrier 36 of the Ravigneaux type planetary gear mechanism 32 to the transmission case 22 and release the carrier 36 from the transmission case 22.
- These clutches C1 to C3 and brakes B1 and B3 operate upon receiving and supplying hydraulic oil from the hydraulic control device 50.
- FIG. 3 shows an operation table showing the relationship between the respective speeds of the automatic transmission 30 and the operating states of the clutches C1 to C3, the brakes B1 and B3, and the one-way clutch F2.
- FIG. 4 shows the automatic transmission 30.
- the collinear diagram which illustrates the relationship of the rotation speed between rotation elements is shown.
- the automatic transmission 30 provides the first to fourth forward speeds and the first reverse speed by setting the clutches C1 to C3 and the brakes B1 and B3 to the states shown in the operation table of FIG.
- FIG. 5 is a system diagram showing a hydraulic control device 50 that supplies and discharges hydraulic oil to and from the fluid transmission device 23 and the automatic transmission 30 including the lockup clutch 28 described above.
- the hydraulic control device 50 is connected to the above-described oil pump 29 that is driven by power from the engine 12 and sucks and discharges hydraulic oil from the oil pan. As shown in FIG.
- a primary regulator valve 51 that adjusts the discharged hydraulic oil to a hydraulic pressure necessary for the fluid transmission device 23 and the automatic transmission 30 (starting device and transmission mechanism) to generate a line pressure (original pressure) PL, and a shift lever 95
- the manual valve 52 that switches the supply destination of the line pressure PL from the primary regulator valve 51 according to the operation position, the line pressure PL from the manual valve 52 (primary regulator valve 51) is regulated, and the C1 solenoid pressure Pslc1 to the clutch C1 is adjusted.
- C1 linear solenoid valve (pressure regulating valve) SLC1 manual The C2 linear solenoid valve (pressure regulating valve) SLC2 and the manual valve 52 (primary regulator valve 51) that generate the C2 solenoid pressure Pslc2 to the clutch C2 by regulating the line pressure PL from the valve 52 (primary regulator valve 51).
- a B1 linear solenoid valve (pressure regulating valve) SLB1 that regulates the line pressure PL and generates a B1 solenoid pressure Pslb1 to the brake B1 is included.
- the hydraulic pressure required for the fluid transmission device 23 and the automatic transmission 30 is calculated from the state of the automatic transmission 30 (whether or not shifting is in progress), the torque of the engine 12 as the prime mover, the vehicle speed, the throttle opening, the oil temperature, and the like. Is done.
- the hydraulic control apparatus 50 includes a switching valve 53 that can selectively supply the C2 solenoid pressure Pslc2 from the C2 linear solenoid valve SLC2 to the clutch C2 and the brake B3, and the linear solenoid valves SLC1, SLC2, and SLB1. And a shuttle valve (maximum pressure selection valve) 54 that outputs the maximum pressure Pmax among the C1 solenoid pressure Pslc1, the C2 solenoid pressure Pslc2, and the B1 solenoid pressure Pslb1.
- a switching valve 53 that can selectively supply the C2 solenoid pressure Pslc2 from the C2 linear solenoid valve SLC2 to the clutch C2 and the brake B3, and the linear solenoid valves SLC1, SLC2, and SLB1.
- a shuttle valve (maximum pressure selection valve) 54 that outputs the maximum pressure Pmax among the C1 solenoid pressure Pslc1, the C2 solenoid pressure Pslc2, and the B1 solenoid pressure Pslb1.
- the primary regulator valve 51 receives the maximum pressure Pmax from the above-described shuttle valve 54 as a signal pressure, and generates a line pressure PL corresponding to the maximum pressure Pmax. However, the primary regulator valve 51 regulates hydraulic oil from the oil pump 29 side (for example, a modulator valve that regulates the line pressure PL and outputs a constant hydraulic pressure) according to the accelerator opening Acc or the throttle valve opening. It may be driven by a control pressure from a linear solenoid valve (not shown) that outputs the control pressure.
- the manual valve 52 is a spool that can slide in the axial direction in conjunction with the shift lever 95, an input port to which the line pressure PL is supplied, the C1 linear solenoid valve SLC1, the C2 linear solenoid valve SLC2, and the B1 linear solenoid valve SLB1. It has a drive range output port communicating with the input port via the oil passage, a reverse range output port communicating with the hydraulic inlet of the clutch C3 via the oil passage, and the like.
- the input port When the forward shift range (drive range, etc.) is selected by the driver, the input port is communicated only with the drive range output port by the spool of the manual valve 52, whereby the C1 linear solenoid valve SLC1, C2 linear solenoid valve Line pressure PL is supplied to SLC2 and B1 linear solenoid valve SLB1.
- the reverse range for reverse running is selected by the driver, the input port is communicated only with the reverse range output port by the spool of the manual valve 52, whereby the line pressure PL is supplied to the clutch C3.
- the communication between the input port, the drive range output port, and the reverse range output port is blocked by the spool of the manual valve 52.
- the C1 linear solenoid valve SLC1 adjusts the line pressure PL from the manual valve 52 according to a current value applied from an auxiliary battery (not shown) to generate a C1 solenoid pressure Pslc1 supplied to the clutch C1. It is a solenoid valve.
- the C2 linear solenoid valve SLC2 adjusts the line pressure PL from the manual valve 52 according to a current value applied from an auxiliary battery (not shown) to generate a C2 solenoid pressure Pslc2 supplied to the clutch C2. It is a solenoid valve.
- the B1 linear solenoid valve SLB1 adjusts the line pressure PL from the manual valve 52 according to the current value applied from an auxiliary battery (not shown) to generate the B1 solenoid pressure Pslb1 supplied to the brake B1. It is a solenoid valve.
- the linear solenoid valves SLC1, SLC2 and SLB1 having the same size and the same maximum output pressure are employed from the viewpoint of cost and ease of design.
- Linear solenoid valves SLC1, SLC2 and SLB1 (currents applied to each) correspond to accelerator opening Acc (or throttle valve opening) and vehicle speed V obtained from a predetermined shift diagram (not shown).
- the shift ECU 21 is controlled so that the shifted gear stage is formed by engagement / disengagement of the clutch C1-C3 and the brake B1.
- FIG. 6 is a flowchart showing an example of a hydraulic control routine that is repeatedly executed by the shift ECU 21 at predetermined intervals when any two of the clutches C1 and C2 and the brake B1 are simultaneously engaged.
- the CPU (not shown) of the shift ECU 21 receives the input gear input to the current gear stage ⁇ of the automatic transmission 30 and the input shaft 31 of the automatic transmission 30, that is, the torque output from the engine 12. Input processing of data necessary for control, such as engine torque Te, which is an estimated value of is executed (step S100).
- the current gear stage ⁇ corresponds to the accelerator opening degree Acc and the vehicle speed V acquired from the above shift map, and here, as described above, any one of the second speed, the third speed, and the fourth speed is used. However, for the sake of simplicity, this routine will be described below assuming that the current shift speed ⁇ is the third speed formed by simultaneous engagement of the clutches C1 and C2.
- the engine torque Te is calculated by the engine ECU 14 based on, for example, the rotational speed of the engine 12, the intake air amount of the engine 12 detected by an air flow meter (not shown), the opening of the throttle valve, a predetermined map or a calculation formula. Is input from the engine ECU 14 by communication.
- the shift ECU 21 acquires the torque sharing ratio of the two clutches and the like that are simultaneously engaged based on the input current shift stage ⁇ (step S110).
- the torque sharing ratio indicates the ratio of the torque to be transmitted by the clutch or brake that is engaged when a certain gear stage is formed to the engine torque Te (input torque).
- a torque sharing ratio map as illustrated in FIG. 7 that prescribes torque sharing ratios of clutches and brakes that are engaged when the gears are formed for each gear stage of the automatic transmission 30 is created in advance. (However, “R1c1” and the like in FIG.
- the shift ECU 21 determines that one of the two clutches or the like that are simultaneously engaged at the time is one of the other clutches due to the open adhering of the linear solenoid valve or the energization abnormality during the simultaneous engagement of the two clutches or the like.
- the line pressure PL is directly supplied to one of the clutches or brakes so that the engagement is maintained when an abnormality occurs such that the other one brake is engaged.
- the other of the two clutches is determined as an abnormal slip element that slips when the abnormality occurs (step S130).
- a shift stage that is one stage higher than the current shift stage ⁇ is formed among the two clutches that are simultaneously engaged.
- One of the clutches or the brake that is simultaneously engaged when the abnormality occurs is predetermined as an abnormal engagement element, and the other is predetermined as an abnormal slip element.
- the clutch C2 that is simultaneously engaged with the other one clutch C1 when the third speed that is one speed lower than the fourth speed is formed.
- the brake B1 is predetermined as an abnormal slip element.
- step S130 of the embodiment when the current gear stage ⁇ is the second speed formed by the simultaneous engagement of the clutch C1 and the brake B1, the third speed on the first speed side of the second speed is increased.
- the clutch C1 that is simultaneously engaged with the other one clutch C2 at the time of formation is defined as an abnormal engagement element, and the brake B1 is defined as an abnormal slip element.
- the current shift speed ⁇ is the third speed formed by simultaneous engagement of the clutches C1 and C2
- the same speed as the other brake B1 is established at the time of the formation of the fourth speed that is one speed higher than the third speed.
- the clutch C2 to be engaged is defined as an abnormal engagement element and the clutch C1 is defined as an abnormal slip element.
- the current gear stage ⁇ is the fourth speed formed by simultaneous engagement of the clutch C2 and the brake B1
- another 1 is set when the third speed is set one speed lower than the fourth speed.
- the clutch C2 that is simultaneously engaged with the two clutches C1 is defined as an abnormal engagement element
- the brake B1 is defined as an abnormal slip element.
- the transmission ECU 21 sets a target hydraulic pressure (target value) of the hydraulic pressure supplied to the abnormal slip element (step S140). That is, when the current gear stage ⁇ is the third speed, the shift ECU 21 sets the target hydraulic pressure Pslc1 * of the C1 linear solenoid valve SLC1 that supplies the C1 solenoid pressure Pslc1 to the clutch C1 that is the slipping element at the time of abnormality in step S140. Set.
- the target hydraulic pressure for the abnormal slip element is the product of the torque shared by the abnormal slip element set in step S120 and a predetermined safety factor ⁇ (if the current gear stage ⁇ is the third speed, Tc1 ⁇ ⁇ ) is set by converting into an oil pressure according to the specifications of the slip element at the time of abnormality (when the current gear stage ⁇ is the third speed, the clutch C1).
- the shift ECU 21 sets the target hydraulic pressure (target value) of the hydraulic pressure supplied to the abnormal engagement element in consideration of the target hydraulic pressure of the abnormal slip element set in step S140 (step S150).
- target hydraulic pressure target value
- the shift ECU 21 in step S150 the target hydraulic pressure Pslc2 * of the C2 linear solenoid valve SLC2 that supplies the C2 solenoid pressure Pslc2 to the clutch C2 that is the abnormal engagement element.
- the target hydraulic pressure for the abnormal engagement element is obtained by multiplying the torque of the abnormal engagement element set in step S120 by a predetermined safety factor ⁇ , the torque of the abnormal slip element and the safety factor ⁇ .
- the product of the above and the product of a predetermined coefficient k and the sum of a predetermined margin Tm (when the current gear stage ⁇ is the third speed, Tc2 ⁇ ⁇ + Tc1 ⁇ ⁇ ⁇ k + Tm) is engaged when abnormal It is set by converting the hydraulic pressure according to the specifications of the element (when the current gear stage ⁇ is the third speed, the clutch C2).
- the target hydraulic pressure Pslc2 * of the C2 linear solenoid valve SLC2 corresponding to the clutch C2 that is the abnormal engagement element corresponds to the clutch C1 that is the abnormal slip element.
- the target hydraulic pressure Pslc1 * of the C1 linear solenoid valve SLC1 is set higher.
- the shift ECU 21 sets the target hydraulic pressure (the C1 solenoid pressure Pslc1 supplied to the clutch C1 when the current shift stage ⁇ is the third speed) supplied to the slip element at the time of abnormality in step S140.
- Pslc1 * and the hydraulic pressure supplied to the engagement element at the time of abnormality (C2 solenoid pressure Pslc2 supplied to the clutch C2 when the current shift speed ⁇ is the third speed) is the target hydraulic pressure set in step S150
- the linear solenoid valves (C1 linear solenoid valve SLC1 and C2 linear solenoid valve SLC2) corresponding to the two clutches and the like that are simultaneously engaged so as to become (Pslc2 *) are controlled (step S160), and the processing after step S100 is performed again.
- the clutch C1 that is the abnormal slip element is based on the engine torque Te that is the input torque of the automatic transmission 30 and the predetermined torque sharing ratio R3c1.
- the hydraulic pressure corresponding to the shared torque Tc1 is supplied, and the hydraulic pressure corresponding to the shared torque Tc2 based on the engine torque Te and a predetermined torque sharing ratio R3c2 is shared by the clutch C1 to the clutch C2, which is an engagement element at the time of abnormality.
- the hydraulic pressure raised based on the torque Tc1 is supplied.
- the other brake B1 is engaged with the third speed of the automatic transmission 30 formed by the simultaneous engagement of the clutches C1 and C2.
- the slip limit torque that causes the clutch C2 to slip causes the slip limit torque to cause the clutch C1 to slip when the abnormality occurs (see the one-dot chain line in the figure).
- the hydraulic pressure corresponding to the shared torque Tc1 is supplied to the clutch C1 that is the abnormal slip element, and the clutch C2 that is the abnormal engagement element is If the hydraulic pressure corresponding to the shared torque Tc2 is increased based on the shared torque Tc1 of the clutch C1, which is an abnormal slip element, the slip limit torque of the clutch C1 is maintained as indicated by the chain line in FIG.
- the slip limit torque of the clutch C2 can be made higher than the slip limit torque of the clutch C1, as shown by a thick solid line in FIG. As shown in FIG.
- the margin used when setting the target hydraulic pressure to the abnormal engagement element in step S150 is the variation in slip limit torque of the clutch C1 (see the dotted line in the figure) and the margin of the clutch C1. It is determined in consideration of variations in the slip limit torque of the clutch C2 when the hydraulic pressure raised based on the shared torque Tc1 is supplied to the clutch C2 (see the dotted line in the figure).
- the two gears that are simultaneously engaged to form the second speed, the third speed, or the fourth speed (maximum speed stage).
- One of the clutches and the like is predetermined as an abnormal-time engagement element that maintains engagement when an abnormality occurs in which the other clutch or brake is engaged during simultaneous engagement of the two clutches.
- the other of the two clutches and the like is predetermined as an abnormal slip element that slips when the abnormality occurs.
- the hydraulic pressure (target hydraulic pressure) supplied to the abnormal engagement element is set higher than the hydraulic pressure (target hydraulic pressure) supplied to the abnormal slip element (see FIG. 6 steps S140 and S150).
- the two clutches etc. were adapted so that the two clutches etc. did not slip and when the abnormality occurred, the abnormal engagement element slips.
- the target hydraulic pressure for the linear solenoid valve is set.
- the line pressure PL is temporarily supplied directly by using the clutch C2 as an abnormal engagement element and the clutch C1 as an abnormal slip element. Even if an abnormality occurs in which the brake B1 is engaged, the fourth speed, which is one speed higher than the current gear stage ⁇ , is formed by simultaneous engagement of the clutch C2 and the brake B1, and the clutch C1 and the brake B1 are It is possible to suppress the formation of the second speed that is one speed lower than the current speed ⁇ due to the simultaneous engagement.
- the abnormality time By causing the clutch C2 that is the combined element and the other one clutch C1 to form a third speed that is one speed lower than the maximum speed, the speed is reduced (when the abnormality occurs) Downshift side), that is, high braking torque is not output to the output shaft 37 of the automatic transmission 30 and the blow-up of the engine 12 connected to the automatic transmission 30 is suppressed. be able to.
- the line pressure PL is directly supplied by using the clutch C2 as an abnormal engagement element and the brake B1 as an abnormal slip element. Even if an abnormality occurs in which the clutch C1 is engaged, the third speed, which is one speed lower than the current gear stage ⁇ , is formed by simultaneous engagement of the clutch C1 and the clutch C2, and the clutch C1 and the brake B1 are It is possible to suppress the formation of the second speed that is two speeds lower than the current speed ⁇ due to the simultaneous engagement.
- the engine torque Te which is the input torque of the automatic transmission 30, and the torque sharing ratio of the abnormal slip element determined in advance according to the shift speed are set.
- the hydraulic pressure corresponding to the shared torque based on the torque sharing ratio based on the engine torque Te and the torque sharing ratio of the abnormal engagement element determined in advance according to the shift speed is supplied to the hydraulic pressure corresponding to the shared torque based on the abnormal torque.
- the hydraulic pressure raised based on the shared torque of the abnormal slip element is supplied to the abnormal engagement element.
- the automatic transmission 30 described above is configured to simultaneously engage any two of three or more (five) clutches and brakes to form a plurality of shift stages.
- the object is not limited to this. That is, the present invention may be applied to a transmission that forms a plurality of shift stages by simultaneously engaging three or more of a plurality of clutches and brakes.
- FIG. 9 shows an automatic transmission 110 according to a modification which is an example of such a transmission.
- An automatic transmission 110 shown in FIG. 10 includes an input shaft 114 connected to an engine as a prime mover via a starting device (not shown), a double-speed (Ravigneaux) planetary gear 115 for speed reduction, a double-speed (Ravigneaux) planetary gear 116 for speed change, Output shaft 117 connected to the drive wheels via a differential mechanism that does not, clutches C-1, C-2, C-3, C-4, C-5, C-6, brakes B-1, B- 2 and the one-way clutch F-1 and the like.
- the double planetary gear for deceleration 115 includes a reduction common carrier C0C1 that rotatably supports the long pinion gear 120 and the pinion gear 121 that mesh with each other, a first sun gear S0 that meshes with the long pinion gear 120, and a second sun gear S1 that meshes with the pinion gear 121. And a reduction common ring gear R0R1 that meshes with the long pinion gear 120.
- the shift type planetary gear 116 includes a shift common carrier C2C3 that rotatably supports the long pinion gear 124 and the pinion gear 125 that mesh with each other, a third sun gear S2 that meshes with the long pinion gear 124, and a fourth sun gear S3 that meshes with the pinion gear 125. And a transmission common ring gear R2R3 that meshes with the long pinion gear 124.
- the first sun gear S0 of the double planetary gear 115 for deceleration can be connected to the input shaft 114 via the clutch C-5, and the second sun gear S1 is fixed to the transmission case 112.
- the deceleration common carrier C0C1 can be connected to the input shaft 114 via the clutch C-6.
- the third sun gear S2 of the transmission-use planetary gear 116 is selectively coupled to the reduction common carrier C0C1 of the reduction-use planetary gear 115 via the clutch C-4, and is selectively connected to the reduction common ring gear R0R1 via the clutch C-3. And selectively fixed via the brake B-1.
- the shift common carrier C2C3 is selectively connected to the input shaft 114 via the clutch C-2, is selectively fixed via the brake B-2, and is arranged in parallel with the brake B-2. It is connected to the transmission case 112 via F-1 to prevent reverse rotation.
- the fourth sun gear S3 is selectively coupled to the reduction common ring gear R0R1 via the clutch C-1.
- the transmission common ring gear R2R3 is directly connected to the output shaft 117.
- FIG. 10 shows an operation table showing the relationship between the respective speeds of the automatic transmission 110 and the operating states of the clutches C-1 to C-6, the brakes B-1 and B-2, and the one-way clutch F-1.
- FIG. 11 is a collinear diagram illustrating the relationship between the rotational speeds of the rotating elements constituting the automatic transmission 110.
- the automatic transmission 110 sets the clutches C-1 to C-6 and the brakes B-1 and B-2 to the state shown in the operation table of FIG. 10, that is, a plurality (three or more) of clutches C-1 to C-2.
- Side shift stage OD1 is formed, and it is possible to suppress the formation of the fourth speed, which is two speeds lower than the current shift stage ⁇ , due to the simultaneous engagement of the clutches C-1, C-3, and C-6. Can do.
- the automatic transmission 110 is on the higher speed side (at least one speed higher than the gear stage formed by simultaneous engagement of three clutches and the like. Side) and an abnormal-time engagement element and an abnormal-time slipping element so that a gear position on the lower speed side is not formed more than two speeds than the speed stage formed by simultaneous engagement of two clutches, etc.
- a sudden downshift such as the sixth speed to the fourth speed is performed, that is, a high braking torque is applied to the output shaft 37 of the automatic transmission 30. It is possible to suppress the output of the engine as a prime mover connected to the automatic transmission 110 and to suppress the engine blow-up well.
- the abnormality targeted by the present invention is one in which at least one other clutch (friction engagement element) is engaged during simultaneous engagement of two or more clutches (friction engagement elements).
- the shift stage formed by simultaneous engagement of two clutches or the like corresponding to the current shift stage (except when the highest shift stage is formed) is possible.
- the constant engagement element and the abnormal slip element are determined so that a shift stage on the high speed side of two or more stages is formed, or three or more stages, for example, than the shift stage formed by simultaneous engagement of the two clutches, etc.
- the abnormal engagement element and the abnormal slip element may be determined so that the low speed side gear is not formed.
- the clutches C1 and C2 and the brake B1 are provided, and any two of the clutches C1 and C2 and the brake B1 are simultaneously engaged to form the second speed, the third speed and the fourth speed.
- the possible automatic transmission 30 corresponds to a “transmission mechanism”, and a C1 linear solenoid valve that regulates the line pressure PL based on the target hydraulic pressure and supplies the hydraulic pressure to the corresponding one of the clutches C1 and C2 and the brake B1.
- the SLC1, C2 linear solenoid valve SLC2 and B1 linear solenoid valve SLB1 correspond to “pressure regulating valves”, and the speed change ECU 21 that executes the processing of steps S130 and S140 in FIG. 6 corresponds to “determining means”.
- the speed change ECU 21 that executes the process of step S150 is set to “target hydraulic pressure setting means”. This is.
- the correspondence between the main elements of the embodiments and the like and the main elements of the invention described in the summary section of the invention is the form for the embodiments to carry out the invention described in the summary section of the invention. Therefore, the elements of the invention described in the summary section of the invention are not limited.
- the examples and the like are merely specific examples of the invention described in the Summary of Invention column, and the interpretation of the invention described in the Summary of Invention column should be made based on the description in that column. Is.
- the present invention can be used in the transmission manufacturing industry.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
少なくとも3つ以上の摩擦係合要素を有すると共に前記3つ以上の摩擦係合要素の中の2つ以上を同時係合させて複数の変速段を形成可能な変速機構と、それぞれ対応する摩擦係合要素への油圧を目標油圧に基づいて調圧する複数の調圧バルブとを含む変速装置の制御装置において、
同時係合される2つ以上の摩擦係合要素の一部を、該2つ以上の摩擦係合要素の同時係合中にそれら以外の少なくとも1つの摩擦係合要素が係合する異常の発生時に係合が維持される異常時係合要素として決定すると共に、前記2つ以上の摩擦係合要素の中の前記一部以外を、前記異常の発生時に滑らせる異常時滑り要素として決定する決定手段と、
前記変速機構の入力トルクと予め定められたトルク分担比とに基づいて、前記2つ以上の摩擦係合要素の係合により前記変速段を形成している状態で、該2つ以上の摩擦係合要素に滑りを生じさせることなく、かつ前記異常発生時に前記異常時係合要素に滑りが生じるように前記2つ以上の摩擦係合要素に対応した調圧バルブの目標油圧を設定する目標油圧設定手段と、
を備え、
前記決定手段は、前記2つ以上の摩擦係合要素の同時係合によって形成される変速段よりも高速側の変速段が形成されるように前記異常時係合要素と前記異常時滑り要素とを決定することを特徴とする。
少なくとも3つ以上の摩擦係合要素を有すると共に前記3つ以上の摩擦係合要素の中の2つ以上を同時係合させて複数の変速段を形成可能な変速機構と、それぞれ対応する摩擦係合要素への油圧を目標油圧に基づいて調圧する複数の調圧バルブとを含む変速装置の制御装置において、
同時係合される2つ以上の摩擦係合要素の一部を、該2つ以上の摩擦係合要素の同時係合中にそれら以外の少なくとも1つの摩擦係合要素が係合する異常の発生時に係合が維持される異常時係合要素として決定すると共に、前記2つ以上の摩擦係合要素の中の前記一部以外を、前記異常の発生時に滑らせる異常時滑り要素として決定する決定手段と、 前記変速機構の入力トルクと予め定められたトルク分担比とに基づいて、前記2つ以上の摩擦係合要素の係合により前記変速段を形成している状態で、該2つ以上の摩擦係合要素に滑りを生じさせることなく、かつ前記異常発生時に前記異常時係合要素に滑りが生じるように前記2つ以上の摩擦係合要素に対応した調圧バルブの目標油圧を設定する目標油圧設定手段と、
を備え、
前記決定手段は、前記2つ以上の摩擦係合要素の同時係合によって形成される変速段よりも所定段以上低速側の変速段が形成されないように前記異常時係合要素と前記異常時滑り要素とを決定することを特徴とする。
少なくとも3つ以上の摩擦係合要素を有すると共に前記3つ以上の摩擦係合要素の中の2つ以上を同時係合させて複数の変速段を形成可能な変速機構と、それぞれ対応する摩擦係合要素への油圧を目標油圧に基づいて調圧する複数の調圧バルブとを含む変速装置の制御方法において、
(a)同時係合される2つ以上の摩擦係合要素の一部を、該2つ以上の摩擦係合要素の同時係合中にそれら以外の少なくとも1つの摩擦係合要素が係合する異常の発生時に係合が維持される異常時係合要素として決定すると共に、前記2つ以上の摩擦係合要素の中の前記一部以外を、前記異常の発生時に滑らせる異常時滑り要素として決定するステップと、
(b)前記変速機構の入力トルクと予め定められたトルク分担比とに基づいて、前記2つ以上の摩擦係合要素に滑りを生じさせることなく前記異常時係合要素に供給される油圧が前記異常時滑り要素に供給される油圧よりも高くなるように該2つ以上の摩擦係合要素に対応した調圧バルブの目標油圧を設定するステップと、
を含み、
ステップ(a)は、前記2つ以上の摩擦係合要素の同時係合によって形成される変速段よりも高速側の変速段が形成されるように前記異常時係合要素と前記異常時滑り要素とを決定することを特徴とする。
少なくとも3つ以上の摩擦係合要素を有すると共に前記3つ以上の摩擦係合要素の中の2つ以上を同時係合させて複数の変速段を形成可能な変速機構と、それぞれ対応する摩擦係合要素への油圧を目標油圧に基づいて調圧する複数の調圧バルブとを含む変速装置の制御方法において、
(a)同時係合される2つ以上の摩擦係合要素の一部を、該2つ以上の摩擦係合要素の同時係合中にそれら以外の少なくとも1つの摩擦係合要素が係合する異常の発生時に係合が維持される異常時係合要素として決定すると共に、前記2つ以上の摩擦係合要素の中の前記一部以外を、前記異常の発生時に滑らせる異常時滑り要素として決定するステップと、
(b)前記変速機構の入力トルクと予め定められたトルク分担比とに基づいて、前記2つ以上の摩擦係合要素に滑りを生じさせることなく前記異常時係合要素に供給される油圧が前記異常時滑り要素に供給される油圧よりも高くなるように該2つ以上の摩擦係合要素に対応した調圧バルブの目標油圧を設定するステップと、
を含み、
ステップ(a)は、前記2つ以上の摩擦係合要素の同時係合によって形成される変速段よりも所定段以上低速側の変速段が形成されないように前記異常時係合要素と前記異常時滑り要素とを決定することを特徴とする。
Claims (10)
- 少なくとも3つ以上の摩擦係合要素を有すると共に前記3つ以上の摩擦係合要素の中の2つ以上を同時係合させて複数の変速段を形成可能な変速機構と、それぞれ対応する摩擦係合要素への油圧を目標油圧に基づいて調圧する複数の調圧バルブとを含む変速装置の制御装置において、
同時係合される2つ以上の摩擦係合要素の一部を、該2つ以上の摩擦係合要素の同時係合中にそれら以外の少なくとも1つの摩擦係合要素が係合する異常の発生時に係合が維持される異常時係合要素として決定すると共に、前記2つ以上の摩擦係合要素の中の前記一部以外を、前記異常の発生時に滑らせる異常時滑り要素として決定する決定手段と、
前記変速機構の入力トルクと予め定められたトルク分担比とに基づいて、前記2つ以上の摩擦係合要素の係合により前記変速段を形成している状態で、該2つ以上の摩擦係合要素に滑りを生じさせることなく、かつ前記異常発生時に前記異常時係合要素に滑りが生じるように前記2つ以上の摩擦係合要素に対応した調圧バルブの目標油圧を設定する目標油圧設定手段と、
を備え、
前記決定手段は、前記2つ以上の摩擦係合要素の同時係合によって形成される変速段よりも高速側の変速段が形成されるように前記異常時係合要素と前記異常時滑り要素とを決定することを特徴とする変速装置の制御装置。 - 請求項1に記載の変速装置の制御装置において、
前記決定手段は、前記異常の発生時に、前記異常時係合要素と前記2つ以上の摩擦係合要素以外の少なくとも1つの摩擦係合要素とによって前記2つ以上の摩擦係合要素の同時係合によって形成される変速段よりも1段高速側の変速段が形成されるように前記異常時係合要素と前記異常時滑り要素とを決定することを特徴とする変速装置の制御装置。 - 請求項1または2に記載の変速装置の制御装置において、
前記決定手段は、前記2つ以上の摩擦係合要素の同時係合により最高変速段が形成されている状態での前記異常の発生時に、前記異常時係合要素と前記2つ以上の摩擦係合要素以外の少なくとも1つの摩擦係合要素とによって前記最高変速段よりも1段低速側の変速段が形成されるように前記異常時係合要素と前記異常時滑り要素とを決定することを特徴とする変速装置の制御装置。 - 請求項1から3の何れか一項に記載の変速装置の制御装置において、
前記目標油圧設定手段は、前記入力トルクと前記変速段に応じて予め定められた前記異常時滑り要素のトルク分担比とに基づく分担トルクに応じた油圧が該異常時滑り要素に供給されると共に、前記入力トルクと前記変速段に応じて予め定められた前記異常時係合要素のトルク分担比とに基づく分担トルクに応じた油圧を前記異常時滑り要素の前記分担トルクに基づいて嵩上げした油圧が該異常時係合要素に供給されるように前記2つ以上の摩擦係合要素に対応した調圧バルブの目標油圧を設定することを特徴とする変速装置の制御装置。 - 少なくとも3つ以上の摩擦係合要素を有すると共に前記3つ以上の摩擦係合要素の中の2つ以上を同時係合させて複数の変速段を形成可能な変速機構と、それぞれ対応する摩擦係合要素への油圧を目標油圧に基づいて調圧する複数の調圧バルブとを含む変速装置の制御装置において、
同時係合される2つ以上の摩擦係合要素の一部を、該2つ以上の摩擦係合要素の同時係合中にそれら以外の少なくとも1つの摩擦係合要素が係合する異常の発生時に係合が維持される異常時係合要素として決定すると共に、前記2つ以上の摩擦係合要素の中の前記一部以外を、前記異常の発生時に滑らせる異常時滑り要素として決定する決定手段と、
前記変速機構の入力トルクと予め定められたトルク分担比とに基づいて、前記2つ以上の摩擦係合要素の係合により前記変速段を形成している状態で、該2つ以上の摩擦係合要素に滑りを生じさせることなく、かつ前記異常発生時に前記異常時係合要素に滑りが生じるように前記2つ以上の摩擦係合要素に対応した調圧バルブの目標油圧を設定する目標油圧設定手段と、
を備え、
前記決定手段は、前記2つ以上の摩擦係合要素の同時係合によって形成される変速段よりも所定段以上低速側の変速段が形成されないように前記異常時係合要素と前記異常時滑り要素とを決定することを特徴とする変速装置の制御装置。 - 請求項5に記載の変速装置の制御装置において、
前記決定手段は、前記異常の発生時に、前記異常時係合要素と前記2つ以上の摩擦係合要素以外の少なくとも1つの摩擦係合要素とによって前記2つ以上の摩擦係合要素の同時係合によって形成される変速段よりも高速側の変速段が形成されるように前記異常時係合要素と前記異常時滑り要素とを決定することを特徴とする変速装置の制御装置。 - 請求項5または6に記載の変速装置の制御装置において、
前記決定手段は、前記2つ以上の摩擦係合要素の同時係合により最高変速段が形成されている状態での前記異常の発生時に、前記異常時係合要素と前記2つ以上の摩擦係合要素以外の少なくとも1つの摩擦係合要素とによって前記最高変速段よりも1段低速側の変速段が形成されるように前記異常時係合要素と前記異常時滑り要素とを決定することを特徴とする変速装置の制御装置。 - 請求項5から7の何れか一項に記載の変速装置の制御装置において、
前記目標油圧設定手段は、前記入力トルクと前記変速段に応じて予め定められた前記異常時滑り要素のトルク分担比とに基づく分担トルクに応じた油圧が該異常時滑り要素に供給されると共に、前記入力トルクと前記変速段に応じて予め定められた前記異常時係合要素のトルク分担比とに基づく分担トルクに応じた油圧を前記異常時滑り要素の前記分担トルクに基づいて嵩上げした油圧が該異常時係合要素に供給されるように前記2つ以上の摩擦係合要素に対応した調圧バルブの目標油圧を設定することを特徴とする変速装置の制御装置。 - 少なくとも3つ以上の摩擦係合要素を有すると共に前記3つ以上の摩擦係合要素の中の2つ以上を同時係合させて複数の変速段を形成可能な変速機構と、それぞれ対応する摩擦係合要素への油圧を目標油圧に基づいて調圧する複数の調圧バルブとを含む変速装置の制御方法において、
(a)同時係合される2つ以上の摩擦係合要素の一部を、該2つ以上の摩擦係合要素の同時係合中にそれら以外の少なくとも1つの摩擦係合要素が係合する異常の発生時に係合が維持される異常時係合要素として決定すると共に、前記2つ以上の摩擦係合要素の中の前記一部以外を、前記異常の発生時に滑らせる異常時滑り要素として決定するステップと、
(b)前記変速機構の入力トルクと予め定められたトルク分担比とに基づいて、前記2つ以上の摩擦係合要素の係合により前記変速段を形成している状態で、該2つ以上の摩擦係合要素に滑りを生じさせることなく、かつ前記異常発生時に前記異常時係合要素に滑りが生じるように前記2つ以上の摩擦係合要素に対応した調圧バルブの目標油圧を設定するステップと、
を含み、
ステップ(a)は、前記2つ以上の摩擦係合要素の同時係合によって形成される変速段よりも高速側の変速段が形成されるように前記異常時係合要素と前記異常時滑り要素とを決定することを特徴とする変速装置の制御方法。 - 少なくとも3つ以上の摩擦係合要素を有すると共に前記3つ以上の摩擦係合要素の中の2つ以上を同時係合させて複数の変速段を形成可能な変速機構と、それぞれ対応する摩擦係合要素への油圧を目標油圧に基づいて調圧する複数の調圧バルブとを含む変速装置の制御方法において、
(a)同時係合される2つ以上の摩擦係合要素の一部を、該2つ以上の摩擦係合要素の同時係合中にそれら以外の少なくとも1つの摩擦係合要素が係合する異常の発生時に係合が維持される異常時係合要素として決定すると共に、前記2つ以上の摩擦係合要素の中の前記一部以外を、前記異常の発生時に滑らせる異常時滑り要素として決定するステップと、
(b)前記2つ以上の摩擦係合要素の係合により前記変速段を形成している状態で、該2つ以上の摩擦係合要素に滑りを生じさせることなく、かつ前記異常発生時に前記異常時係合要素に滑りが生じるように前記2つ以上の摩擦係合要素に対応した調圧バルブの目標油圧を設定するステップと、
を含み、
ステップ(a)は、前記2つ以上の摩擦係合要素の同時係合によって形成される変速段よりも所定段以上低速側の変速段が形成されないように前記異常時係合要素と前記異常時滑り要素とを決定することを特徴とする変速装置の制御方法。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201280011144.6A CN103403403B (zh) | 2011-03-31 | 2012-03-30 | 变速装置的控制装置及控制方法 |
JP2013507807A JP5617998B2 (ja) | 2011-03-31 | 2012-03-30 | 変速装置の制御装置および制御方法 |
DE112012000431T DE112012000431T5 (de) | 2011-03-31 | 2012-03-30 | Steuervorrichtung und Steuerverfahren für eine Gangwechselvorrichtung |
US13/983,931 US9206894B2 (en) | 2011-03-31 | 2012-03-30 | Control device and control method for speed change device |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2011078182 | 2011-03-31 | ||
JP2011-078182 | 2011-03-31 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2012133808A1 true WO2012133808A1 (ja) | 2012-10-04 |
Family
ID=46931502
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2012/058657 WO2012133808A1 (ja) | 2011-03-31 | 2012-03-30 | 変速装置の制御装置および制御方法 |
Country Status (5)
Country | Link |
---|---|
US (1) | US9206894B2 (ja) |
JP (1) | JP5617998B2 (ja) |
CN (1) | CN103403403B (ja) |
DE (1) | DE112012000431T5 (ja) |
WO (1) | WO2012133808A1 (ja) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN104919225A (zh) * | 2013-02-26 | 2015-09-16 | 爱信艾达株式会社 | 变速器的控制装置及控制方法 |
WO2016159124A1 (ja) * | 2015-03-30 | 2016-10-06 | アイシン・エィ・ダブリュ株式会社 | 車両用駆動装置の制御装置 |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2007263187A (ja) * | 2006-03-28 | 2007-10-11 | Jatco Ltd | 自動変速装置の制御装置 |
WO2009084294A1 (ja) * | 2007-12-27 | 2009-07-09 | Aisin Aw Co., Ltd. | 自動変速機の制御装置 |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4393732A (en) * | 1979-09-28 | 1983-07-19 | Nissan Motor Co., Ltd. | Abnormality treatment device for automatic transmission control device |
US5289741A (en) * | 1992-06-08 | 1994-03-01 | General Motors Corporation | Adaptive transmission pressure control with run-through detection |
US5905309A (en) * | 1996-02-15 | 1999-05-18 | Denso Corporation | Starter with shock absorbing device |
US6385837B1 (en) * | 1999-04-05 | 2002-05-14 | Central Motor Wheel Co., Ltd. | Method and apparatus for fixedly connecting threaded tubes, and recording medium storing control program for practicing or controlling those method and apparatus |
JP4220494B2 (ja) * | 2005-05-31 | 2009-02-04 | ジヤトコ株式会社 | 自動変速機の故障時制御装置 |
JP4353148B2 (ja) * | 2005-07-13 | 2009-10-28 | トヨタ自動車株式会社 | 自動変速機の制御装置 |
EP1953367B1 (en) * | 2007-01-31 | 2019-08-14 | Yamaha Hatsudoki Kabushiki Kaisha | Vehicle engine idle speed control |
JP2009079711A (ja) | 2007-09-26 | 2009-04-16 | Aisin Aw Co Ltd | 自動変速機 |
JP4483943B2 (ja) * | 2007-12-27 | 2010-06-16 | 株式会社デンソー | 車両制御システム |
JP2010038168A (ja) * | 2008-07-31 | 2010-02-18 | Aisin Aw Co Ltd | 変速機装置および動力出力装置並びに動力出力装置の制御方法 |
JP4920064B2 (ja) * | 2009-09-02 | 2012-04-18 | ジヤトコ株式会社 | 自動変速機の制御装置 |
-
2012
- 2012-03-30 WO PCT/JP2012/058657 patent/WO2012133808A1/ja active Application Filing
- 2012-03-30 US US13/983,931 patent/US9206894B2/en not_active Expired - Fee Related
- 2012-03-30 DE DE112012000431T patent/DE112012000431T5/de not_active Withdrawn
- 2012-03-30 JP JP2013507807A patent/JP5617998B2/ja not_active Expired - Fee Related
- 2012-03-30 CN CN201280011144.6A patent/CN103403403B/zh active Active
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2007263187A (ja) * | 2006-03-28 | 2007-10-11 | Jatco Ltd | 自動変速装置の制御装置 |
WO2009084294A1 (ja) * | 2007-12-27 | 2009-07-09 | Aisin Aw Co., Ltd. | 自動変速機の制御装置 |
Also Published As
Publication number | Publication date |
---|---|
CN103403403B (zh) | 2015-08-12 |
CN103403403A (zh) | 2013-11-20 |
DE112012000431T5 (de) | 2013-10-10 |
JPWO2012133808A1 (ja) | 2014-07-28 |
US9206894B2 (en) | 2015-12-08 |
JP5617998B2 (ja) | 2014-11-05 |
US20130317714A1 (en) | 2013-11-28 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5177162B2 (ja) | 自動変速機の制御装置 | |
JP5983857B2 (ja) | 変速機の制御装置および制御方法 | |
WO2012133773A1 (ja) | 変速機の制御装置および変速機の制動トルク発生判定方法 | |
US9096217B2 (en) | Control apparatus for transmission, and control method for transmission | |
JP2011158001A (ja) | 自動変速機の制御装置および変速機装置並びに動力出力装置 | |
US8762015B2 (en) | Automatic shift apparatus and method for determining transmission abnormal gear speed | |
JP5862803B2 (ja) | 変速機の制御装置および制御方法 | |
JP5359968B2 (ja) | 動力伝達装置およびその制御方法並びにロックアップクラッチ装置 | |
JP5692015B2 (ja) | 油圧制御装置およびその異常判定方法 | |
JP5617998B2 (ja) | 変速装置の制御装置および制御方法 | |
JP2012215210A (ja) | 自動変速装置および変速機の制御方法 | |
JP2013174310A (ja) | 変速機の制御装置および制御方法 | |
JP5515974B2 (ja) | 油圧制御装置 | |
JP4830718B2 (ja) | 自動変速機の制御装置 | |
JP5556725B2 (ja) | 油圧制御装置 | |
JP5423718B2 (ja) | 変速装置およびその故障特定方法 | |
JP5569449B2 (ja) | 自動変速装置およびロックアップクラッチの係合方法 | |
JP2010007831A (ja) | 車両の故障検出装置 | |
JP5742760B2 (ja) | 油圧制御装置 | |
JP5821621B2 (ja) | 変速装置の制御装置および制御方法 | |
JP2011214616A (ja) | 油圧制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 12763911 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2013507807 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1120120004310 Country of ref document: DE Ref document number: 112012000431 Country of ref document: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13983931 Country of ref document: US |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 12763911 Country of ref document: EP Kind code of ref document: A1 |