WO2017043339A1 - 自動変速機及び自動変速機の制御方法 - Google Patents
自動変速機及び自動変速機の制御方法 Download PDFInfo
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- WO2017043339A1 WO2017043339A1 PCT/JP2016/074998 JP2016074998W WO2017043339A1 WO 2017043339 A1 WO2017043339 A1 WO 2017043339A1 JP 2016074998 W JP2016074998 W JP 2016074998W WO 2017043339 A1 WO2017043339 A1 WO 2017043339A1
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- Prior art keywords
- oil temperature
- torque
- automatic transmission
- output
- driving force
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- 238000000034 method Methods 0.000 title claims description 38
- 239000003921 oil Substances 0.000 claims abstract description 184
- 239000010720 hydraulic oil Substances 0.000 claims abstract description 20
- 238000001514 detection method Methods 0.000 claims abstract description 16
- 230000001133 acceleration Effects 0.000 description 15
- 230000005856 abnormality Effects 0.000 description 12
- 238000011084 recovery Methods 0.000 description 9
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- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 5
- 230000007423 decrease Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
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- 230000008014 freezing Effects 0.000 description 2
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- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 239000003112 inhibitor Substances 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/038—Limiting the input power, torque or speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
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- 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
- F16H59/72—Inputs being a function of gearing status dependent on oil characteristics, e.g. temperature, viscosity
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- 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
- F16H63/40—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 comprising signals other than signals for actuating the final output mechanisms
- F16H63/50—Signals to an engine or motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W2552/00—Input parameters relating to infrastructure
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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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
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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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16H—GEARING
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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
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
- F16H2061/1284—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a sensor
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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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
Definitions
- the present invention relates to an automatic transmission whose speed is controlled by hydraulic pressure.
- the hydraulic oil changes in viscosity and fluidity depending on the temperature. Therefore, the hydraulic oil is provided with an oil temperature sensor that detects the oil temperature of the hydraulic oil. Control is performed.
- the shift control is suppressed when the oil temperature sensor is abnormal. Further, when the oil temperature sensor is abnormal, not only the shift control but also the control for suppressing the torque of the driving force source may be performed.
- control for example, when the oil temperature sensor returns to a normal state again from a temporary abnormality, such as a temporary contact failure of the connector, the control returns from the suppressed control at the time of abnormality to the normal control.
- a temporary abnormality such as a temporary contact failure of the connector
- the control returns from the suppressed control at the time of abnormality to the normal control.
- the behavior of the vehicle may change and give the driver a feeling of strangeness.
- sudden acceleration may occur when returning to normal control.
- the present invention has been made in view of such problems, and an object thereof is to suppress a change in the behavior of a vehicle even when an abnormality of an oil temperature sensor occurs temporarily.
- an automatic transmission in which a rotation of a driving force source is input and a gear ratio is controlled based on hydraulic pressure of hydraulic oil, and an oil temperature detection that detects an oil temperature of the hydraulic oil. And a controller that executes a gear ratio control based on the oil temperature acquired from the oil temperature detection unit, and the controller drives the drive when the oil temperature cannot be acquired from the oil temperature detection unit.
- an automatic transmission that outputs a command for limiting the output of the power source and gradually releases the command for limiting the output of the driving power source when the oil temperature can be acquired again from the oil temperature detection unit .
- an automatic transmission control method in which rotation of a driving force source is input and a gear ratio is controlled based on hydraulic pressure of the hydraulic oil, the oil temperature of the hydraulic oil being If the oil temperature cannot be acquired, a command for limiting the output of the driving force source can be output and the oil temperature can be acquired again.
- a control method for an automatic transmission that gradually releases a command for limiting the output of the driving force source.
- the output of the driving force source is limited. After that, when the oil temperature cannot be acquired again from the oil temperature detection unit, the output of the driving force source Since the command for limiting the output is gradually released, it is possible to prevent sudden acceleration of the vehicle due to the sudden release of the restriction on the output of the driving force source.
- FIG. 1 is an explanatory diagram showing the configuration of a vehicle equipped with an automatic transmission according to an embodiment of the present invention.
- FIG. 2 is a time chart of transmission control executed according to the oil temperature of the embodiment of the present invention.
- FIG. 3 is a flowchart of control of the transmission controller according to the embodiment of the present invention.
- FIG. 4 is a time chart showing the change over time of the command value for the torque down request according to the embodiment of the present invention.
- FIG. 1 is a schematic configuration diagram of a vehicle equipped with a belt continuously variable transmission according to an embodiment of the present invention.
- This vehicle includes an engine 1 as a power source.
- the output rotation of the engine 1 is transmitted to the drive wheels 7 via the torque converter 2, the first gear train 3, the transmission 4, the second gear train 5, and the differential device 6.
- the second gear train 5 is provided with a parking mechanism 8 that mechanically locks the output shaft of the transmission 4 at the time of parking.
- Engine 1 is an internal combustion engine such as a gasoline engine or a diesel engine.
- the engine speed and torque are controlled by the engine controller 13.
- the torque converter 2 includes a lock-up clutch 2a.
- lockup clutch 2a When the lockup clutch 2a is engaged, slippage in the torque converter 2 is eliminated, and the transmission efficiency of the torque converter 2 can be improved.
- the vehicle includes an oil pump 10 that is driven using a part of the power of the engine 1, a hydraulic control circuit 11 that regulates the hydraulic pressure from the oil pump 10 and supplies the hydraulic pressure to each part of the transmission 4, A transmission controller 12 that controls the hydraulic control circuit 11 is provided.
- the transmission 4 is a continuously variable transmission including a variator 20 and an auxiliary transmission mechanism 30 provided in series with the variator 20. “Provided in series” means that the variator 20 and the auxiliary transmission mechanism 30 are provided in series in the power transmission path from the engine 1 to the drive wheels 7. In this example, the auxiliary transmission mechanism 30 is provided on the output side of the variator 20, but the auxiliary transmission mechanism 30 may be provided on the input side.
- the variator 20 is a continuously variable transmission mechanism including a primary pulley 21, a secondary pulley 22, and a belt 23 wound around the pulleys 21 and 22.
- the pulleys 21 and 22 are fixed conical plates 21f and 22f, and movable cones that are arranged with a sheave surface facing the fixed conical plates 21f and 22f, respectively, and form grooves between the fixed conical plates 21f and 22f. Plates 21m and 22m, and hydraulic cylinders 21p and 22p provided on the rear surfaces of the movable conical plates 21m and 22m and displacing the movable conical plates 21m and 22m in the axial direction are provided.
- the auxiliary transmission mechanism 30 is a transmission mechanism having two forward speeds and one reverse speed.
- the auxiliary transmission mechanism 30 includes a Ravigneaux type planetary gear mechanism 31 in which two planetary gear carriers are connected, and a plurality of friction elements 32 to 34 (Low brake 32, High clutch 33, Rev brake 34).
- the gear position of the subtransmission mechanism 30 is changed by adjusting the hydraulic pressure supplied to the friction elements 32 to 34 and changing the engagement state of the friction elements 32 to 34.
- the transmission controller 12 includes a CPU, a storage device including a RAM / ROM, an input / output interface, and a bus for interconnecting them.
- Input signals include the following signals: A signal from the accelerator opening sensor 41 that detects the accelerator opening APO that represents the amount of operation of the accelerator pedal. A signal from the primary rotation speed sensor 42 that detects the primary rotation speed Npri that is the rotation speed of the primary pulley 21. 4. Signal from output rotational speed sensor 43 that detects output rotational speed (vehicle speed) of 4.
- Operating state (rotational speed, torque) of the engine 1 from the signal engine controller 13 from the temperature sensor 50 includes a signal indicating.
- the storage device of the transmission controller 12 stores a transmission control program for the transmission 4 and a transmission map used in the transmission control program.
- the transmission controller 12 reads out a shift control program stored in the storage device and causes the CPU to execute it, thereby performing predetermined arithmetic processing on a signal input via the input interface, and thereby performing each operation of the transmission 4.
- a command pressure for the hydraulic pressure supplied to the part is set, and the set command pressure is output to the hydraulic control circuit 11 via the input / output interface. Further, the transmission controller 12 outputs an engine control signal (for example, a torque down request) to the engine controller 13 as necessary.
- the hydraulic control circuit 11 includes a plurality of flow paths and a plurality of hydraulic control valves. Based on the command pressure from the transmission controller 12, the hydraulic control circuit 11 controls a plurality of hydraulic control valves to switch the hydraulic pressure supply path and generate a hydraulic pressure corresponding to the command pressure. Supply to the site. As a result, the variator 20 is shifted, the shift stage of the sub-transmission mechanism 30 is changed, the capacity of the friction elements 32 to 34 is controlled, and the lockup clutch 2a is engaged / released.
- the transmission controller 12 controls the transmission 4 based on the oil temperature acquired from the oil temperature sensor 50. Since the hydraulic fluid of the transmission 4 increases in viscosity and decreases in fluidity at low temperatures, the responsiveness to the control target decreases when the hydraulic oil temperature is low. Therefore.
- the transmission controller 12 performs control according to the oil temperature of the hydraulic oil detected by the oil temperature sensor 50.
- the transmission controller 12 controls the operation of the transmission 4 such as, for example, suppressing the shift speed and limiting the shift range of the variator 20. Further, when the oil temperature is low, the transmission controller 12 instructs the engine 1 not only to control the transmission 4 but also to limit the output torque to the engine 1 that is the driving force source ( Torque down request).
- the transmission controller 12 requests the engine 1 to reduce the torque.
- the transmission controller 12 performs the following control.
- the transmission controller 12 Estimate the oil temperature by other methods.
- the oil temperature of the hydraulic oil is estimated to be low.
- the predetermined time is until the warm-up of the engine 1 is completed (for example, several to several tens of minutes).
- the engine water temperature is acquired from the engine controller 13. As described above, the oil temperature is estimated to be the lowest value among the assumed temperatures in consideration of a margin for a reduction in efficiency of the transmission 4 when the oil temperature is low.
- the hydraulic oil temperature is estimated to be sufficiently high.
- the transmission controller 12 performs control in accordance with the oil temperature detected by the oil temperature sensor 50. On the other hand, when the oil temperature sensor 50 cannot detect the oil temperature, the transmission controller 12 responds to the estimated value of the oil temperature. Take control.
- the oil temperature from the oil temperature sensor 50 cannot be detected, and the oil temperature sensor 50 can detect the oil temperature again while performing control according to the estimated value of the oil temperature will be considered.
- the signal from the oil temperature sensor 50 is temporarily not sent due to poor contact or the like, then the continuity is restored and the signal from the oil temperature sensor 50 is sent again.
- the transmission controller 12 changes to the control according to the acquired oil temperature.
- FIG. 2 is a time chart of control of the transmission 4 executed according to the oil temperature by the transmission controller 12 of the present embodiment.
- the oil temperature, the hydraulic sensor abnormality flag, the torque, and the vehicle speed are each shown as a time chart with time on the horizontal axis.
- the oil temperature indicates the value of the oil temperature sent from the oil temperature sensor 50 with a dotted line, and indicates the oil temperature (either the oil temperature of the oil temperature sensor 50 or the estimated value of the oil temperature) used by the transmission controller 12 for control. Shown in solid line.
- the oil temperature sensor failure flag is set when the transmission controller 12 determines that the oil temperature sensor 50 is abnormal, and is reset otherwise.
- the required torque based on the driver's operation of the accelerator pedal is indicated by a dotted line
- the command value for requesting torque reduction of the transmission controller 12 is indicated by a one-dot chain line
- the output torque actually output from the engine 1 is indicated by a solid line.
- the transmission controller 12 determines the gear ratio of the transmission 4 according to the input rotation speed, the vehicle speed, the torque request, etc., and executes the shift control. At this time, control according to the oil temperature acquired from the oil temperature sensor 50 is performed.
- the transmission controller 12 determines the oil temperature based on the input signal. Is detected as the lowest state. The transmission controller 12 commands a torque down request to the engine 1 according to the detected low oil temperature.
- the driver requests the required torque (dotted line) for the engine 1 by depressing the accelerator pedal.
- the engine controller 13 compares the request torque indicated by the dotted line with the command value of the torque down request indicated by the one-dot chain line, The lower one is selected as the output torque. As a result, the engine 1 outputs an output torque indicated by a solid line.
- the transmission controller 12 determines that the oil temperature sensor 50 is abnormal and the oil temperature is not correctly detected.
- the predetermined time is, for example, several seconds.
- the transmission controller 12 determines that the oil temperature sensor 50 is abnormal at timing t02, and sets an oil temperature sensor abnormality flag.
- the transmission controller 12 estimates the oil temperature based on the engine water temperature or the like instead of the signal output from the oil temperature sensor 50, and controls the estimated oil temperature. Use.
- the transmission controller 12 since the estimated value (shown by the solid line) of the oil temperature is a low value after timing t02, the transmission controller 12 continues to instruct the engine 1 to request torque reduction.
- the engine 1 outputs the output torque indicated by the solid line based on the command value for the torque down request.
- the requested torque is temporarily lower than the command value for the torque reduction request when the driver returns the accelerator pedal between timing t03 and timing t04.
- a required torque smaller than the command value for the torque down request is output (indicated by a solid line).
- the transmission controller 12 determines that the oil temperature sensor 50 is normal when the signal level output from the oil temperature sensor 50 has changed for a predetermined time or more.
- the predetermined time is, for example, several seconds as described above.
- the transmission controller 12 resets the oil temperature sensor abnormality flag when it is determined that the oil temperature sensor 50 is normal after a predetermined time has elapsed at the timing t06. In this case, the transmission controller 12 performs control according to the oil temperature output from the oil temperature sensor 50.
- the transmission controller 12 switches from the control according to the estimated oil temperature to the control according to the oil temperature detected by the oil temperature sensor 50. At this time, when there is a difference between the estimated value of the oil temperature and the detected oil temperature, the following problem occurs.
- the transmission controller 12 commands a torque down request to the engine 1.
- the transmission controller 12 obtains the oil temperature from the oil temperature sensor 50 again and the obtained oil temperature is different from the estimated value, and the oil temperature is no longer in the range for requesting torque reduction.
- the torque down request to the engine 1 is canceled.
- the driving force by the engine 1 may increase due to the cancellation of the torque-down request, resulting in a sudden acceleration. This is shown by the increase in the vehicle speed at timing t06 or more in FIG.
- control is performed in order to suppress such sudden acceleration.
- FIG. 3 is a flowchart of control executed by the transmission controller 12 of the present embodiment.
- the transmission controller 12 executes the flowchart shown in FIG. 3 at a predetermined cycle (for example, 10 ms).
- step S10 the transmission controller 12 determines that the oil temperature sensor 50 is abnormal when the signal level output from the oil temperature sensor 50 does not change for a predetermined time or more, and sets an oil temperature sensor abnormality flag.
- the transmission controller 12 instructs the engine controller 13 to reduce the torque of the engine 1 in step S20.
- step S30 when the transmission controller 12 determines in step S30 that a normal signal is sent from the oil temperature sensor 50 based on the signal output from the oil temperature sensor 50, the oil temperature sensor 50 is normal. And the oil temperature sensor abnormality flag is reset.
- the transmission controller 12 determines whether or not the driver has depressed the accelerator pedal at the timing of step S30 (whether or not the accelerator state is ON).
- step S100 If it is determined that the accelerator state is not ON, the process proceeds to step S100, and the transmission controller 12 executes a torque return process A.
- the torque return process will be described later.
- step S50 the transmission controller 12 determines whether or not the current road surface gradient is an uphill road.
- the determination as to whether the road is an uphill road may be provided with a gradient sensor in the vehicle, or may be obtained by calculation from the output torque of the engine 1, the vehicle speed, and the gear ratio. Whether or not the road is an uphill road is determined based on, for example, whether or not the slope of the road surface is several percent or more.
- the process proceeds to step S60, and the transmission controller 12 determines whether or not the current accelerator opening APO is larger than the predetermined opening X.
- the predetermined opening degree X is an accelerator opening degree APO that intends to overcome the resistance of the gradient on the uphill road and further accelerate the vehicle.
- step S110 When the accelerator opening APO is larger than the predetermined opening X, the process proceeds to step S110, and the transmission controller 12 executes a torque return process B.
- step S120 When the accelerator opening APO is equal to or smaller than the predetermined opening X, the process proceeds to step S120, and the transmission controller 12 executes a torque return process C.
- step S50 When it is determined in step S50 that the road is not an uphill road, the process proceeds to step S70, and the transmission controller 12 determines whether or not the current accelerator opening APO is larger than the predetermined opening Y.
- step S130 When the accelerator opening APO is larger than the predetermined opening Y, the process proceeds to step S130, and the transmission controller 12 executes a torque return process D.
- step S120 When the accelerator opening APO is equal to or smaller than the predetermined opening Y, the process proceeds to step S120, and the transmission controller 12 executes a torque return process E.
- the predetermined opening degree Y is an opening degree smaller than the predetermined opening degree X. Even when the driver requests the same acceleration, acceleration on the uphill road requires a larger accelerator opening APO. Therefore, the predetermined opening X includes the resistance on the uphill road with respect to the predetermined opening Y. It is set as a value.
- Torque return processing A is processing when the accelerator is not ON when the oil temperature sensor 50 becomes normal, that is, when torque is not requested from the driver.
- the command value of the torque reduction request is compared with other torque recovery processes to be described later with the gentlest gradient (time change rate of torque [Nm / sec ]) To return to the level where there is no request for torque reduction.
- the torque return process B is a process when the accelerator temperature is ON when the oil temperature sensor 50 becomes normal, the road surface is an uphill road, and the accelerator opening APO is larger than the predetermined opening X.
- the torque return process C is a process when the accelerator temperature is ON when the oil temperature sensor 50 is normal, the road surface is an uphill road, and the accelerator opening APO is equal to or less than the predetermined opening X.
- the driver's torque request is not large, but torque is required to maintain the vehicle speed due to the resistance of the uphill road, so that the torque down request is promptly made after the oil temperature sensor 50 returns to normal. It is necessary to cancel. Therefore, in the torque recovery process C, the command value for the torque reduction request is recovered with a relatively steep slope. However, in order to suppress the sudden acceleration during the torque recovery, the torque recovery process C has a gentler slope than the torque recovery process B. Return. In addition, it is not only a judgment whether it is an uphill road, but according to the degree of an uphill road (according to the magnitude
- requirement is accelerated more, so You may comprise as follows.
- Torque return processing D is processing when the accelerator temperature is ON when the oil temperature sensor 50 is normal, the road surface is not an uphill road, and the accelerator opening APO is larger than the predetermined opening Y.
- the torque reduction request command value is recovered with a relatively steep inclination.
- the inclination at this time is steeper than that in the torque return process C, the slope is returned with a gentler slope than that in the torque return process B in order to suppress sudden acceleration at the time of torque return.
- Torque return processing E is processing when the accelerator temperature is ON when the oil temperature sensor 50 is normal, the road surface is not an uphill road, and the accelerator opening APO is equal to or less than the predetermined opening Y.
- the torque is determined based on the accelerator opening APO and the road surface gradient. Controls the slope (time change rate of torque) for returning the control value of the down request.
- Such control makes it possible to limit the acceleration of the vehicle due to the sudden release of the torque down request, and to reduce the acceleration limit and maintain the vehicle when torque is required. In particular, it is possible to prevent the vehicle from stopping or retreating due to a torque down request on an uphill road, and to improve the restartability.
- FIG. 4 is an explanatory diagram illustrating a torque return process executed by the transmission controller 12 of the present embodiment.
- FIG. 4 is a time chart showing the time change of the command value of the torque reduction request of this embodiment, and corresponds to FIG.
- the transmission controller 12 cancels the torque-down request when the oil temperature sensor 50 changes from an abnormal state to a normal state. At this time, as described with reference to FIG. 2, when the torque reduction request is suddenly canceled, the output torque of the engine 1 may suddenly rise and the vehicle may accelerate rapidly.
- the inclination of the command value when canceling the torque reduction request is controlled based on the accelerator opening APO and the slope of the road surface by the driver.
- Torque return process B returns the command value for the torque reduction request with the steepest slope, and the slope becomes gentle according to torque return process D, torque return process C, and torque return process E. To return the torque down request command value.
- the transmission controller 12 changes the command value for the torque down request so as to be gradually released at a predetermined inclination (time change rate of torque) in the torque recovery process.
- the command value for torque down request may be changed in steps over several stages, or the command value for torque down request may be changed in a curve. What is necessary is just to determine based on whether the time change rate in the process of a change is accelerator opening APO and an uphill road.
- the rotation of the engine 1 as a driving force source is input, and the transmission 4 is controlled based on the hydraulic pressure of the hydraulic oil.
- An oil temperature sensor 50 serving as an oil temperature detecting unit for detecting the temperature, and a transmission controller 12 that executes a gear ratio control based on the oil temperature acquired from the oil temperature sensor 50.
- a command for limiting the output of the engine 1 is output, and when the oil temperature can be acquired again from the oil temperature sensor 50, the output of the engine 1 is output.
- the restriction command (torque down request) is gradually released.
- the output of the engine 1 is limited by a torque down request, and then the oil temperature can be acquired again from the oil temperature sensor 50.
- the torque reduction request is gradually canceled, so that when the oil temperature can be obtained again from the oil temperature sensor 50, the acceleration of the vehicle due to the sudden release of the restriction on the output of the engine 1 may be restricted. it can.
- the transmission controller 12 is configured such that when the oil temperature can be obtained again from the oil temperature sensor 50, the release of the torque-down request is accelerated as the required torque for the engine 1 increases. .
- the transmission controller 12 is configured such that when the oil temperature can be acquired again from the oil temperature sensor 50, the release of the torque-down request is accelerated as the accelerator opening APO is larger.
- the transmission controller 12 is configured such that when the oil temperature can be acquired again from the oil temperature sensor 50, the release of the torque down request is accelerated as the road surface is an uphill road. .
- the transmission controller 12 is configured to determine that the oil temperature has been acquired again when the signal indicating the change in the oil temperature continues from the oil temperature sensor 50 for a predetermined time or more. did.
- a belt-type continuously variable transmission mechanism is provided as the variator 20.
- the variator 20 is a continuously variable transmission mechanism in which a chain is wound around pulleys 21 and 22 instead of the V belt 23. Also good.
- the variator 20 may be a toroidal continuously variable transmission mechanism in which a tiltable power roller is disposed between the input disk and the output disk.
- the present invention is not limited to this.
- the present invention can be similarly applied to an electric vehicle using an electric motor as a driving force source and a hybrid vehicle including both an engine and an electric motor as driving force sources.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Chemical & Material Sciences (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Human Computer Interaction (AREA)
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- Control Of Transmission Device (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
・アクセルペダルの操作量を表すアクセル開度APOを検出するアクセル開度センサ41からの信号
・プライマリプーリ21の回転速度であるプライマリ回転速度Npriを検出するプライマリ回転速度センサ42からの信号
・変速機4の出力回転速度(∝車速)を検出する出力回転速度センサ43からの信号
・ライン圧PLを検出するライン圧センサ44からの信号
・プライマリ圧Ppriを検出するプライマリ圧センサ45からの信号
・セカンダリ圧Psecを検出するセカンダリ圧センサ46からの信号
・セレクトレバーの位置を検出するインヒビタスイッチ47からの信号
・セカンダリプーリ22の回転速度であるセカンダリ回転速度Nsecを検出するセカンダリ回転速度センサ48からの信号
・変速機4の油温を検出する油温センサ50からの信号
・エンジンコントローラ13からのエンジン1の運転状態(回転速度、トルク)を示す信号
が含まれる。
Claims (6)
- 駆動力源の回転が入力され、作動油の油圧に基づいて変速比が制御される自動変速機であって、
前記作動油の油温を検出する油温検出部と、
前記油温検出部から取得した前記油温に基づいて変速比の制御を実行するコントローラと、を備え、
前記コントローラは、
前記油温検出部から油温を取得できない場合は、前記駆動力源の出力を制限する指令を出力し、
前記油温検出部から再び油温を取得できた場合に、前記駆動力源の出力を制限する指令を徐々に解除する自動変速機。 - 請求項1に記載の自動変速機であって、
前記コントローラは、前記油温検出部から再び油温を取得できた場合は、前記駆動力源に対する要求トルクが大きいほど、前記駆動力源の出力を制限する指令の解除を速める自動変速機。 - 請求項2に記載の自動変速機であって、
前記コントローラは、前記油温検出部から再び油温を取得できた場合に、アクセル開度が大きいほど、前記駆動力源の出力を制限する指令の解除を速める自動変速機。 - 請求項2又は3に記載の自動変速機であって、
前記コントローラは、前記油温検出部から再び油温を取得できた場合に、路面が登坂路であるほどに、前記駆動力源の出力を制限する指令の解除を速める自動変速機。 - 請求項1から4のいずれか一つに記載の自動変速機であって、
前記コントローラは、前記油温検出部から、油温の変化を示す信号が所定時間以上継続している場合に、再び油温を取得できたと判定する自動変速機。 - 駆動力源の回転が入力され、作動油の油圧に基づいて変速比が制御される自動変速機の制御方法であって、
前記作動油の油温を取得し、
取得した前記油温に基づいて変速比の制御を実行し、
前記油温を取得できない場合は、前記駆動力源の出力を制限する指令を出力し、
再び前記油温を取得できた場合に、前記駆動力源の出力を制限する指令を徐々に解除する自動変速機の制御方法。
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EP16844202.8A EP3348874A4 (en) | 2015-09-11 | 2016-08-26 | Automatic transmission device and control method for automatic transmission device |
CN201680052019.8A CN108027052B (zh) | 2015-09-11 | 2016-08-26 | 自动变速器及自动变速器的控制方法 |
JP2017539112A JP6559242B2 (ja) | 2015-09-11 | 2016-08-26 | 自動変速機及び自動変速機の制御方法 |
US15/758,243 US10549761B2 (en) | 2015-09-11 | 2016-08-26 | Automatic transmission and control method of the same |
KR1020187006292A KR102033140B1 (ko) | 2015-09-11 | 2016-08-26 | 자동 변속기 및 자동 변속기의 제어 방법 |
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EP (1) | EP3348874A4 (ja) |
JP (1) | JP6559242B2 (ja) |
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WO2020188995A1 (ja) * | 2019-03-15 | 2020-09-24 | ジヤトコ株式会社 | 自動変速機の温度センサ診断装置および診断方法 |
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US10690245B2 (en) * | 2017-11-09 | 2020-06-23 | GM Global Technology Operations LLC | Method and system for controlling a continuously variable transmission for a vehicle propulsion system |
KR20200015158A (ko) * | 2018-08-03 | 2020-02-12 | 현대자동차주식회사 | 무단변속기의 벨트 풀리 제어방법 |
KR102551679B1 (ko) * | 2018-11-23 | 2023-07-07 | 현대자동차주식회사 | 하이브리드 dct 차량의 클러치 제어방법 |
CN111845699B (zh) * | 2019-04-08 | 2022-08-19 | 长城汽车股份有限公司 | 车辆的控制方法与装置 |
CN110985625B (zh) * | 2019-12-30 | 2021-02-26 | 杭州肇鹏科技有限公司 | 一种调速部件内置的无级变速装置 |
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CN108027052A (zh) | 2018-05-11 |
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US10549761B2 (en) | 2020-02-04 |
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