WO2014050540A1 - ロック機構付き摩擦要素を備えた自動変速機及びその制御方法 - Google Patents
ロック機構付き摩擦要素を備えた自動変速機及びその制御方法 Download PDFInfo
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- WO2014050540A1 WO2014050540A1 PCT/JP2013/074372 JP2013074372W WO2014050540A1 WO 2014050540 A1 WO2014050540 A1 WO 2014050540A1 JP 2013074372 W JP2013074372 W JP 2013074372W WO 2014050540 A1 WO2014050540 A1 WO 2014050540A1
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- WIPO (PCT)
- Prior art keywords
- mode
- pressure
- fastening
- friction element
- lock mechanism
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B15/00—Fluid-actuated devices for displacing a member from one position to another; Gearing associated therewith
- F15B15/20—Other details, e.g. assembly with regulating devices
- F15B15/26—Locking mechanisms
- F15B15/261—Locking mechanisms using positive interengagement, e.g. balls and grooves, for locking in the end positions
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
- F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
- F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
- F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
- F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/10—Preventing unintentional or unsafe engagement
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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
- F16H61/0021—Generation or control of line pressure
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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
- F16H61/02—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 characterised by the signals used
- F16H61/0202—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 characterised by the signals used the signals being electric
- F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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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
- F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse gear
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
- F16H63/3026—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/34—Locking or disabling mechanisms
Definitions
- the present invention relates to control of an automatic transmission including a friction element with a lock mechanism.
- two members arranged coaxially both are rotating elements in the case of a clutch, one is a rotating element and the other is a non-rotating element in the case of a brake) are connected by hydraulic pressure.
- a moving friction element is used (JP7-12221A).
- a friction element for example, a plurality of friction plates are slidably attached to each of two members in the axial direction, and the friction plates of the two members are alternately arranged.
- the friction plates of the two members are pressed against each other by the hydraulic piston, the two members are connected via the friction plate.
- An object of the present invention is to prevent an automatic transmission from interlocking even if a specific shift operation for alternately switching between forward and reverse is performed in an automatic transmission having a friction element with a lock mechanism.
- the automatic transmission is arranged in a power transmission path, and when the ON pressure is supplied to the fastening side oil chamber, the lock mechanism is locked, and when the lock mechanism is locked, Even if the hydraulic pressure of the engagement side oil chamber is lowered, the engagement state is maintained, and when the OFF pressure is supplied to the release side oil chamber, the lock mechanism is unlocked, and when the lock mechanism is unlocked, the release side oil chamber
- the second friction element with which the automatic transmission is interlocked and the first traveling mode or the second traveling mode in which the traveling direction is opposite to the first traveling mode are selected as the mode of the automatic transmission.
- a select switch that can be operated, and when the first travel mode is selected by the select switch, the first engagement element is controlled by controlling a hydraulic pressure supplied to the first engagement element and the second friction element.
- the hydraulic pressure supplied to the first engagement element and the second friction element is controlled to control the first friction element.
- a control device for releasing one engagement element and engaging the second friction element, and the control device changes the mode of the transmission to the first traveling mode and the second operation mode by the select switch. It is determined whether or not a specific shift operation that switches between driving modes is performed. If it is determined that the specific shift operation is performed, the first shift operation is performed.
- An automatic transmission is provided in which when the friction element is fastened, a hydraulic pressure lower than a lock pressure for bringing the lock mechanism into a locked state is supplied to the fastening-side oil chamber so that the first friction element is brought into a fastened state.
- the A control method corresponding to this is also provided.
- FIG. 1 is a schematic configuration diagram of a vehicle including an automatic transmission according to an embodiment of the present invention.
- FIG. 2 is a cross-sectional view of the forward clutch and a clutch operation pack for operating the forward clutch.
- FIG. 3 is a flowchart showing the content of the specific shift operation entering determination process performed by the transmission controller.
- FIG. 4 is a flowchart showing the contents of the specific shift operation missing determination process performed by the transmission controller.
- FIG. 5 is a flowchart showing the contents of forward clutch engagement / release processing performed by the transmission controller.
- FIG. 1 shows a schematic configuration of a vehicle provided with an automatic transmission according to an embodiment of the present invention.
- the vehicle includes an engine 1, a torque converter 2, and a transmission 3.
- the output rotation of the engine 1 is transmitted to driving wheels (not shown) via the torque converter 2, the transmission 3, and a differential gear unit (not shown).
- the transmission 3 is a stepped or continuously variable automatic transmission.
- the transmission 3 includes a reverse brake 4 and a forward clutch 5.
- the transmission 3 inverts and outputs the rotation of the engine 1 when the reverse brake 4 is engaged, and outputs the rotation of the engine 1 while maintaining the rotation direction when the forward clutch 5 is engaged.
- the reverse brake 4 is a conventional friction element that is fastened by supplying a fastening pressure and needs to continue to be supplied in order to maintain a fastened state. In order to release the reverse brake 4, the supply of the fastening pressure may be stopped.
- the forward clutch 5 is a friction element including a lock mechanism BL as will be described later. If ON pressure is supplied to the forward clutch 5 and the lock mechanism BL is in the locked state, the forward clutch 5 can maintain the engaged state even if the supply of the ON pressure is stopped. In order to release the forward clutch 5, it is only necessary to supply OFF pressure to the forward clutch 5 and to release the lock mechanism BL. Once the lock mechanism BL is released, the forward clutch 5 is forwarded even if the supply of OFF pressure is stopped. The clutch 5 can maintain the released state.
- the configuration of the forward clutch 5 will be described in detail later.
- the hydraulic control circuit 7 includes a regulator valve that regulates the hydraulic pressure from the hydraulic pump 8 driven by the engine 1 to the line pressure, and a friction element (the transmission 3 is a continuously variable transmission) including the forward clutch 5 using the line pressure as a source pressure.
- a solenoid valve that regulates the hydraulic pressure supplied to the continuously variable transmission mechanism
- an oil passage that connects the hydraulic pump 8, each valve, and each friction element are provided.
- the transmission controller 9 includes a CPU, a ROM, a RAM, an input / output interface, and the like.
- the transmission controller 9 determines the driving state of the vehicle based on various signals input from various sensors and the engine controller, and shift stages (shifts) suitable for the driving state.
- a command is output to the hydraulic control circuit 7 so that the gear ratio) is realized.
- the transmission controller 9 includes a rotation speed sensor 101 that detects a rotation speed Ne of the engine 1, a rotation speed sensor 102 that detects an input rotation speed of the transmission 3, and a rotation speed sensor 103 that detects an output rotation speed of the transmission 3. , A mode detection switch 104 for detecting the mode of the transmission 3 selected by the select switch 11, an accelerator opening sensor 105 for detecting an operation amount of an accelerator pedal (hereinafter referred to as “accelerator opening APO”), a brake A signal or the like from the brake switch 106 or the like that detects ON / OFF is input.
- a rotation speed sensor 101 that detects a rotation speed Ne of the engine 1
- a rotation speed sensor 102 that detects an input rotation speed of the transmission 3
- a rotation speed sensor 103 that detects an output rotation speed of the transmission 3.
- a mode detection switch 104 for detecting the mode of the transmission 3 selected by the select switch 11
- an accelerator opening sensor 105 for detecting an operation amount of an accelerator pedal (hereinafter referred to as
- the select switch 11 is a lever type or a button type, and by operating the lever or button, the mode of the transmission 3 includes a parking mode (hereinafter referred to as “P mode”), a reverse mode (hereinafter referred to as “R mode”). ), Neutral mode (hereinafter referred to as “N mode”), and drive mode (hereinafter referred to as “D mode”).
- P mode parking mode
- R mode reverse mode
- N mode Neutral mode
- D mode drive mode
- the transmission controller 9 engages or disengages the reverse brake 4 and the forward clutch 5 according to the mode selected by the select switch 11. Specifically, in the D mode, the reverse brake 4 is released and the forward clutch 5 is engaged. In the R mode, the reverse brake 4 is engaged and the forward clutch 5 is released. In the P mode and the N mode, the reverse brake 4 and the forward clutch 5 are released.
- FIG. 2 shows a cross section of the forward clutch 5 and the clutch operation pack 6 for operating the forward clutch 5. Each configuration will be described below.
- the forward clutch 5 includes a clutch drum 51, a clutch hub 52, a driven plate 53, a drive plate 54, and a retainer plate 55.
- the clutch drum 51 and the clutch hub 52 are arranged coaxially.
- the clutch drum 51 is connected to a rotating element (shaft, gear, etc.) not shown.
- the clutch hub 52 is connected to another rotating element (shaft, gear, etc.) not shown.
- the driven plate 53 is attached to the clutch drum 51 so as to be slidable in the axial direction by spline coupling.
- a drive plate 54 is attached to the clutch hub 52 so as to be slidable in the axial direction by spline coupling.
- the four driven plates 53 and the four drive plates 54 are alternately arranged, and clutch facings are attached to the friction surfaces on both sides of the drive plate 54.
- the clutch drum 51 transmits the rotation input from the rotating element connected to the clutch drum 51 to the clutch hub 52 via the driven plate 53 and the drive plate 54.
- the retainer plate 55 is interposed between a drive plate 54 disposed at the end opposite to the hydraulic piston 61 and a snap ring 64 fixed in a groove on the inner periphery of the clutch drum 51.
- One surface of the retainer plate 55 is a friction surface.
- the retainer plate 55 is thicker in the axial direction than the driven plate 53, and prevents the driven plate 53 and the drive plate 54 from falling over.
- the clutch operation pack 6 includes a hydraulic piston 61, an ON pressure piston chamber 62, an OFF pressure piston chamber 63, a snap ring 64, a diaphragm spring 65, a partition plate 66, and a lock mechanism BL.
- the hydraulic piston 61 is arranged so as to be axially displaceable with respect to the forward clutch 5.
- One surface of the hydraulic piston 61 is an ON pressure receiving surface 61a, and the other surface is an OFF pressure receiving surface 61b.
- the ON pressure piston chamber 62 is defined between the clutch drum 51 and the hydraulic piston 61 in order to apply an ON pressure to the ON pressure receiving surface 61 a of the hydraulic piston 61.
- the OFF pressure piston chamber 63 is defined between the partition plate 66 fixed to the clutch drum 51 and the hydraulic piston 61 in order to apply an OFF pressure to the OFF pressure receiving surface 61 b of the hydraulic piston 61.
- the snap ring 64 is disposed at a position opposite to the hydraulic piston 61 with the forward clutch 5 interposed therebetween, and supports the forward clutch 5 in the axial direction.
- the diaphragm spring 65 is interposed between the clutch side end surface 61 c of the hydraulic piston 61 and the piston side end surface 5 a of the forward clutch 5.
- Two diaphragm springs 65 are arranged in the axial direction so as to apply a fastening force to the forward clutch 5 when the hydraulic piston 61 is moved in the fastening direction toward the snap ring 64.
- the lock mechanism BL is built in the clutch drum 51, and includes a hydraulic piston 61, a ball holding piston 67, and a ball 68.
- the hydraulic piston 61 is arranged so as to be axially displaceable with respect to the forward clutch 5.
- the hydraulic piston 61 is provided with a storage portion 61d and a tapered surface 61e.
- the storage portion 61d stores the ball 68 when the movement of the hydraulic piston 61 in the release direction is restricted.
- the tapered surface 61e is formed continuously with the storage portion 61d, and pushes the ball 68 inward when the hydraulic piston 61 strokes in the release direction.
- the ball holding piston 67 is disposed in a cylindrical space defined by an inner peripheral cylindrical portion 51 a of the clutch drum 51 that covers the hydraulic piston 61 and a partition cylindrical wall portion 51 b that protrudes axially from the clutch drum 51.
- the ball holding piston 67 moves in the axial direction when an ON pressure or an OFF pressure is applied.
- a seal ring 84 seals between the outer peripheral surface of the ball holding piston 67 and the partition cylindrical wall portion 51b, and a seal ring 85 seals between the inner peripheral surface of the ball holding piston 67 and the inner peripheral cylindrical portion 51a.
- a seal ring 86 seals between the inner peripheral surface of the piston 61 and the partition cylindrical wall 51b.
- the ON pressure port 51d and the ON pressure piston chamber 62 opened in the clutch drum 51 are composed of an ON pressure communication groove 67a formed in the ball holding piston 67, and an ON pressure communication hole 51e opened in the partition cylindrical wall 51b. It is communicated via.
- the OFF pressure port 51f and the OFF pressure piston chamber 63 opened in the clutch drum 51 are formed between the OFF pressure communication groove 67b formed in the ball holding piston 67, the end of the partition cylindrical wall 51b, and the partition plate 66. Are communicated with each other through an OFF pressure communication gap.
- the ball holding piston 67 is provided with a storage portion 67c, a tapered surface 67d, and a lock surface 67e.
- the storage portion 67c stores the ball 68 when the hydraulic piston 61 is allowed to move in the release direction.
- the taper surface 67d and the lock surface 67e are formed continuously with the storage portion 67c.
- the ball 68 is provided in a ball hole 51c opened in the partition cylindrical wall 51b.
- the ball 68 receives force from the tapered surfaces 61e and 67d of the pistons 61 and 67 as the hydraulic piston 61 and the ball holding piston 67 are moved in the axial direction by the action of the ON pressure or the OFF pressure. Move in the radial direction.
- the hydraulic piston 61 moves in the fastening direction approaching the forward clutch 5, and the forward clutch 5 is moved by the urging force of the diaphragm spring 65 that is compressed. It will be in a fastening state.
- the hydraulic piston 61 moves in the fastening direction
- the ball 68 moves in the outer diameter direction due to the centrifugal force and hydraulic pressure caused by the rotation, and the ball 68 is stored in the storage portion 61d.
- the ball holding piston 67 moves in the axial direction (direction toward the forward clutch 5) with the ON pressure action on the ball holding piston 67, and the ball 68 held in the storage portion 67c is held by the lock surface 67e.
- the ON pressure is supplied to the ON pressure piston chamber 62 only during the engagement operation, and the ON pressure supply for maintaining the engaged state of the forward clutch 5 is not necessary.
- the lower limit value of the ON pressure that can bring the lock mechanism BL into the locked state is called a lock pressure, and is uniquely determined based on the spring constant of the diaphragm spring 65, the area of the ON pressure receiving surface 61a of the hydraulic piston 61, and the like.
- the forward clutch 5 can also bring the forward clutch 5 into the engaged state without bringing the lock mechanism BL into the locked state by supplying the ON pressure piston chamber 62 with a hydraulic pressure lower than the lock pressure. In this case, since the movement of the hydraulic piston 61 in the releasing direction cannot be restricted by the lock mechanism BL, it is necessary to continue supplying hydraulic pressure to the ON pressure piston chamber 62 in order to maintain the forward clutch 5 in the engaged state. . Further, the transmission capacity of the forward clutch 5 at that time depends on the hydraulic pressure supplied to the ON pressure piston chamber 62.
- the control of the transmission controller 9 that places the lock mechanism BL in the locked state by supplying and discharging the ON pressure and thereby maintains the forward clutch 5 in the engaged state is referred to as normal engagement control.
- the control of the transmission controller 9 that continues to supply hydraulic pressure lower than the lock pressure to the ON pressure piston chamber 62 and maintains the forward clutch 5 in the engaged state without bringing the lock mechanism BL into the locked state is a specific shift. This is called operation fastening control.
- the transmission controller 9 selects the normal engagement control or the specific shift operation engagement control depending on whether the operation of the select switch 11 is a specific shift operation or not. Control. Details of the control contents of the transmission controller 9 will be described later.
- the ball holding piston 67 moves in the axial direction (direction away from the forward clutch 5) from the holding position of the ball 68 by the lock surface 67e to the holding release position.
- a force obtained by combining the force of the OFF pressure and the reaction force of the fastening force of the diaphragm spring 65 acts on the hydraulic piston 61, and the hydraulic piston 61 strokes in the return direction and pushes the ball 68 back in the unlocking direction.
- the lock mechanism BL is unlocked and the forward clutch 5 is released.
- the supply and discharge of the OFF pressure is not required to release the forward clutch 5, and the forward pressure can be achieved by draining the hydraulic pressure of the ON pressure piston chamber 62.
- the clutch 5 can be released.
- the control of the transmission controller 9 that brings the lock mechanism BL into the unlocked state by supplying and discharging the OFF pressure and thereby maintains the forward clutch 5 in the released state is called normal release control.
- the control of the transmission controller 9 that releases the forward clutch 5 by draining the hydraulic pressure of the ON pressure piston chamber 62 is referred to as unlocking release control.
- the transmission controller 9 executes normal release control or unlock release control depending on whether or not the lock mechanism BL is in the locked state when a mode other than the D mode is selected by the select switch 11. Details of the control contents of the transmission controller 9 will be described later.
- FIG. 3 is a flowchart showing the content of the specific shift operation entering determination process performed by the transmission controller 9.
- the transmission controller 9 compares the previous value and the current value of the mode of the transmission 3 selected by the select switch 11, and the mode of the transmission 3 is switched from the D mode to the R mode. It is determined. If the mode of the transmission 3 is switched from the D mode to the R mode, the process proceeds to S12, and if not, the process proceeds to S13.
- the transmission controller 9 starts a timer. This timer is for measuring the elapsed time from when the mode of the transmission 3 is switched from the D mode to the R mode.
- the transmission controller 9 compares the previous value and the current value of the mode of the transmission 3 selected by the select switch 11, and determines whether the mode of the transmission 3 has been switched from the R mode to the D mode. . If the mode of the transmission 3 is switched from the R mode to the D mode, the process proceeds to S14, and if not, the process ends.
- the transmission controller 9 sets the timer value (at the time interval from the time when the mode of the transmission 3 is switched from the D mode to the R mode until the time when the mode of the transmission 3 is switched from the R mode to the D mode. And the specific shift operation determination value are compared.
- the specific shift operation determination value is set to a predetermined short time during which it is possible to determine whether or not the transmission 3 is interlocked by switching the mode of the transmission 3, for example, the remaining hydraulic pressure for operating the lock mechanism BL. Even if the release of the lock mechanism BL is delayed by the pressure, the lower limit value of the time during which the forward clutch 5 is released is set. If the timer value is smaller than the specific shift operation determination value, the process proceeds to S15, and if not, the process ends.
- the transmission controller 9 sets 1 indicating that a specific shift operation has been performed to the specific shift operation flag.
- the determination process including the specific shift operation it is determined whether a specific shift operation has been performed based on the mode switching time interval of the transmission 3 (S14), and if it is determined that the specific shift operation has been performed, 1 is set to the shift operation flag (S15).
- FIG. 4 is a flowchart showing the contents of the specific shift operation omission determination process performed by the transmission controller 9.
- the transmission controller 9 determines whether the value of the specific shift operation flag is 1. If the value of the specific shift operation flag is 1, the process proceeds to S22, and if not, the process ends.
- the transmission controller 9 determines whether or not the transmission 3 has continued for a predetermined time or longer in the state of the D mode or the R mode.
- the predetermined time is set to a sufficiently long time interval that can be determined not to be in the garage, for example, 30 seconds for the D mode and 40 seconds for the R mode.
- the mode of the transmission 3 is normally switched for a short time, so that it can be determined that it is not garage entry by checking whether the same mode continues. If it is determined that the mode of the transmission 3 has continued for a predetermined time or more in the D mode or the R mode, the process proceeds to S24, and if not, the process proceeds to S23.
- the transmission controller 9 determines whether the vehicle speed is higher than the predetermined vehicle speed.
- the predetermined vehicle speed is set to a vehicle speed at which it can be determined that the vehicle is not in the garage, and is set to, for example, 10 km / h, which is a general slow vehicle speed. Since garage entry is normally performed at a speed lower than the slow vehicle speed, it can be determined that it is not garage entry by checking whether the vehicle speed is higher than a predetermined vehicle speed. If it is determined that the vehicle speed is higher than the predetermined vehicle speed, the process proceeds to S24, and if not, the process ends.
- the mode of the transmission 3 is predetermined in the D mode or the R mode.
- the specific shift operation flag is reset to 0 because it is not garage entry (S24).
- FIG. 5 is a flowchart showing the contents of the engagement / release process of the forward clutch 5 performed by the transmission controller 9.
- the transmission controller 9 compares the previous value and the current value of the mode of the transmission 3 selected by the select switch 11, and determines whether or not the D mode is selected as the mode of the transmission 3. . If the D mode is selected, the process proceeds to S32, and if not, the process proceeds to S35.
- the transmission controller 12 determines the value of the specific shift operation flag. When the value of the specific shift operation flag is 1, the process proceeds to S33, and specific shift operation fastening control is performed. If the value of the specific shift operation flag is 0, the process proceeds to S34, and normal fastening control is performed.
- the transmission controller 9 compares the previous value and the current value of the mode of the transmission 3 selected by the select switch 11, and determines whether a mode other than the D mode is selected as the mode of the transmission 3. If a mode other than the D mode is selected, the process proceeds to S36. Otherwise, the process ends.
- the transmission controller 9 determines whether the lock mechanism BL is in the locked state. If the lock mechanism BL is in the locked state, the process proceeds to S37 and the normal release control is performed. If the lock mechanism BL is in the unlocked state, the process proceeds to S38 and the unlock release control is performed. Whether the lock mechanism BL is in the locked state can be determined based on whether the forward clutch 5 is engaged by the normal engagement control (S34) or the specific shift operation engagement control (S33).
- the determination of whether or not the lock state is established is based on a change in ON pressure (change in hydraulic pressure caused by the stroke of the ball holding piston 67) when the normal engagement control (S34) or the specific shift operation engagement control (S33) is executed. You may make it determine.
- a specific shift operation is performed in which the mode of the transmission 3 is switched alternately between the D mode (corresponding to the first travel mode) and the R mode (corresponding to the second travel mode) by entering a garage or the like.
- the mode of the transmission 3 may be switched to the R mode without taking a long time.
- the OFF pressure for releasing the lock mechanism BL is supplied to the OFF pressure piston chamber 63, but the ON pressure supplied to the ON pressure piston chamber 62 when the D mode is selected. Is left as a resistance, the release of the lock mechanism BL is delayed, and the release of the forward clutch 5 is delayed.
- the reverse brake 4 is engaged before the forward clutch 5 is released, and the transmission 3 is interlocked.
- the forward clutch 5 can be quickly released simply by draining the hydraulic pressure 62 (S38). That is, there is no delay in releasing the lock mechanism BL. Therefore, the forward clutch 5 can be released before the reverse brake 4 is engaged, and the transmission 3 can be prevented from being interlocked.
- the hydraulic pressure supplied to the ON pressure piston chamber 62 is stopped after the lock mechanism BL is locked, but the hydraulic pressure of the ON pressure piston chamber 62 is reduced without stopping. Also good.
- the hydraulic pressure supplied to the OFF pressure piston chamber 63 is stopped after the lock mechanism BL is unlocked. However, even if the hydraulic pressure in the OFF pressure piston chamber 63 is reduced without stopping. Good.
- the specific configuration of the forward clutch 5 shown in FIG. 2 is an example of a friction element with a lock mechanism, and the present invention can be applied to a friction element with a lock mechanism of other configurations.
- the forward clutch 5 is a friction element with a lock mechanism
- the reverse brake 4 may be a friction element with a lock mechanism.
- the specific shift operation fastening control may be executed.
- the R mode corresponds to the first travel mode
- the D mode corresponds to the second travel mode.
- the method for determining whether or not the specific shift operation has been performed is not limited to the determination based on the mode switching time interval of the transmission 3.
- the specific shift operation is a shift operation when entering a garage
- the determination may be made based on navigation information, vehicle speed information, and the like.
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- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Control Of Transmission Device (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Gear-Shifting Mechanisms (AREA)
Abstract
Description
Claims (3)
- 自動変速機であって、
動力伝達経路に配置され、ON圧を締結側油室に供給するとロック機構がロック状態になり、前記ロック機構がロック状態になると前記締結側油室の油圧を下げても締結状態を維持し、OFF圧を解放側油室に供給すると前記ロック機構がアンロック状態となり、前記ロック機構がアンロック状態になると前記解放側油室の油圧を下げても解放状態を維持する第1の摩擦要素と、
前記動力伝達経路に配置され、油圧によって締結状態と解放状態とを切り換えることができ、前記第1の摩擦要素と同時に締結すると前記自動変速機がインターロックする第2の摩擦要素と、
前記自動変速機のモードとして第1の走行モード又は前記第1の走行モードと走行方向が逆の第2の走行モードとを選択することのできるセレクトスイッチと、
前記セレクトスイッチによって前記第1の走行モードが選択されたら前記第1の締結要素及び前記第2の摩擦要素に供給する油圧を制御して前記第1の締結要素を締結するとともに前記第2の摩擦要素を解放し、前記セレクトスイッチによって前記第2の走行モードが選択されたら前記第1の締結要素及び前記第2の摩擦要素に供給する油圧を制御して前記第1の締結要素を解放するとともに前記第2の摩擦要素を締結する制御装置と、
を備え、
前記制御装置は、
前記セレクトスイッチによって前記変速機のモードを前記第1の走行モードと前記第2の走行モードとの間で交互に切り換える特定のシフト操作が行われたかを判定し、
前記特定のシフト操作が行われたと判定された場合は、前記第1の摩擦要素を締結する場合に、前記ロック機構をロック状態にするロック圧よりも低い油圧を前記締結側油室に供給して前記第1の摩擦要素を締結状態にする、
自動変速機。 - 請求項1に記載の自動変速機であって、
前記制御装置は、前記変速機のモードの切り換え時間間隔に基づき前記特定のシフト操作が行われたか判定する、
自動変速機。 - 動力伝達経路に配置され、ON圧を締結側油室に供給するとロック機構がロック状態になり、前記ロック機構がロック状態になると前記締結側油室の油圧を下げても締結状態を維持し、OFF圧を解放側油室に供給すると前記ロック機構がアンロック状態となり、前記ロック機構がアンロック状態になると前記解放側油室の油圧を下げても解放状態を維持する第1の摩擦要素と、
前記動力伝達経路に配置され、油圧によって締結状態と解放状態とを切り換えることができ、前記第1の摩擦要素と同時に締結すると前記自動変速機がインターロックする第2の摩擦要素と、
自動変速機のモードとして第1の走行モード又は前記第1の走行モードと走行方向が逆の第2の走行モードとを選択することのできるセレクトスイッチと、
とを備えた自動変速機の制御方法であって、
前記セレクトスイッチによって前記第1の走行モードが選択されたら前記第1の締結要素及び前記第2の摩擦要素に供給する油圧を制御して前記第1の締結要素を締結するとともに前記第2の摩擦要素を解放し、
前記セレクトスイッチによって前記第2の走行モードが選択されたら前記第1の締結要素及び前記第2の摩擦要素に供給する油圧を制御して前記第1の締結要素を解放するとともに前記第2の摩擦要素を締結し、
前記セレクトスイッチによって前記変速機のモードを前記第1の走行モードと前記第2の走行モードとの間で交互に切り換える特定のシフト操作が行われたかを判定し、
前記特定のシフト操作が行われたと判定された場合は、前記第1の摩擦要素を締結する場合に、前記ロック機構をロック状態にするロック圧よりも低い油圧を前記締結側油室に供給して前記第1の摩擦要素を締結状態にする、
自動変速機の制御方法。
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CN201380049914.0A CN104662340A (zh) | 2012-09-26 | 2013-09-10 | 具备带锁定机构的摩擦元件的自动变速器及其控制方法 |
EP13841481.8A EP2902671A1 (en) | 2012-09-26 | 2013-09-10 | Automatic transmission equipped with friction element having locking mechanism attached thereto, and control method therefor |
KR1020157007256A KR101635716B1 (ko) | 2012-09-26 | 2013-09-10 | 로크 기구를 가진 마찰 요소를 구비한 자동 변속기 및 그 제어 방법 |
US14/430,457 US9453574B2 (en) | 2012-09-26 | 2013-09-10 | Automatic transmission equipped with friction element having locking mechanism attached thereto, and control method therefor |
JP2014538354A JP5844912B2 (ja) | 2012-09-26 | 2013-09-10 | ロック機構付き摩擦要素を備えた自動変速機及びその制御方法 |
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CN110131400B (zh) * | 2018-02-08 | 2021-01-19 | 上汽通用汽车有限公司 | 变速器油压控制方法和系统以及汽车 |
KR20200105148A (ko) | 2019-02-28 | 2020-09-07 | 현대자동차주식회사 | 마찰요소 래치장치 |
CN110873178B (zh) * | 2020-01-17 | 2020-06-05 | 盛瑞传动股份有限公司 | 一种自动变速器在车辆“摇篮”滥用操作时的控制方法 |
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- 2013-09-10 EP EP13841481.8A patent/EP2902671A1/en not_active Withdrawn
- 2013-09-10 KR KR1020157007256A patent/KR101635716B1/ko active IP Right Grant
- 2013-09-10 WO PCT/JP2013/074372 patent/WO2014050540A1/ja active Application Filing
- 2013-09-10 JP JP2014538354A patent/JP5844912B2/ja not_active Expired - Fee Related
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CN104662340A (zh) | 2015-05-27 |
US20150247569A1 (en) | 2015-09-03 |
US9453574B2 (en) | 2016-09-27 |
EP2902671A1 (en) | 2015-08-05 |
JP5844912B2 (ja) | 2016-01-20 |
KR101635716B1 (ko) | 2016-07-01 |
KR20150048795A (ko) | 2015-05-07 |
JPWO2014050540A1 (ja) | 2016-08-22 |
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