WO2017047479A1 - Dispositif de commande de transmission de véhicule - Google Patents

Dispositif de commande de transmission de véhicule Download PDF

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Publication number
WO2017047479A1
WO2017047479A1 PCT/JP2016/076363 JP2016076363W WO2017047479A1 WO 2017047479 A1 WO2017047479 A1 WO 2017047479A1 JP 2016076363 W JP2016076363 W JP 2016076363W WO 2017047479 A1 WO2017047479 A1 WO 2017047479A1
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WIPO (PCT)
Prior art keywords
torque
engine
shift
friction element
transmission
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PCT/JP2016/076363
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English (en)
Japanese (ja)
Inventor
一樹 平迫
豊田　英二
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ジヤトコ株式会社
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Publication of WO2017047479A1 publication Critical patent/WO2017047479A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • 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
    • F16H63/40—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

Definitions

  • the present invention relates to a shift control device for a vehicle that permits an increase in engine torque during a changeover shift of a stepped transmission.
  • An object of the present invention is to provide a shift control device for a vehicle that suppresses acceleration.
  • the present invention includes a stepped transmission having a plurality of gears that are automatically shifted in a driving force transmission system from an engine to driving wheels.
  • the shift control means for outputting a torque-up request flag for permitting the engine torque-up to the engine control means when the cooperative control accompanied by the engine torque-up is determined at the time of the shifting of the stepped transmission.
  • the shift control means outputs a torque-up request flag while the torque transmission capacity by the engagement-side friction element or the disengagement-side friction element during the crossover shift is in a low capacity range smaller than a predetermined value.
  • a torque-up request flag that permits engine torque-up is given to the engine control means. Is output. That is, the engine control means performs engine torque-up control when a torque-up request flag is input. Even if the engine torque is increased more than expected in this torque-up control, the torque transmitted to the drive wheels via the engagement-side friction element or the release-side friction element during shifting is limited to the torque transmission capacity by the friction element. To do. That is, the input torque to the stepped transmission that exceeds the torque transmission capacity is absorbed by the slip of the friction element and is not transmitted to the drive wheels. As a result, during engine / shift coordination control, even if there is more torque input than expected during shifting, vehicle acceleration can be suppressed by limiting the torque transmitted to the drive wheels.
  • FIG. 1 is an overall system diagram showing a drive system and a control system of an engine vehicle equipped with an automatic transmission to which a control device of Example 1 is applied.
  • 2 is an engagement operation table showing an engagement state of each shift friction element for each shift stage in the automatic transmission according to the first embodiment.
  • FIG. 3 is a shift map diagram illustrating an example of a shift map used for shift control in the automatic transmission according to the first embodiment. 3 is a flowchart showing a flow of engine / shift cooperative control processing executed by the automatic transmission controller according to the first embodiment.
  • FIG. 6 is a release pressure characteristic diagram of a shift hydraulic pressure showing a minimum current and a maximum current of a monitor current defined as being shifted (during intermediate hydraulic pressure) in engine / shift cooperative control processing. Indicates the characteristics of accelerator opening APO, torque up request flag, release side command hydraulic pressure monitor current, engagement side command hydraulic pressure monitor current, engine torque Te, and engine speed Ne when engine / shift coordination control is executed It is a time chart.
  • the shift control apparatus of the first embodiment is applied to an engine vehicle equipped with a stepped automatic transmission of 7 forward speeds and 1 reverse speed.
  • the configuration of the shift control device for the engine vehicle in the first embodiment is described as “the overall system configuration”, “the power train configuration of the automatic transmission”, “the shift control configuration of the automatic transmission”, “the engine / shift cooperative control processing configuration”. It is divided and explained.
  • FIG. 1 shows a drive system and a control system of an engine vehicle equipped with an automatic transmission to which the control device of the first embodiment is applied.
  • the following is an overall system diagram.
  • the drive system of the engine vehicle includes an engine Eng and an automatic transmission AT (a stepped transmission having a plurality of shift stages that are automatically shifted).
  • the automatic transmission AT is a stepped automatic transmission called step AT with 7 forward speeds and 1 reverse speed.
  • the automatic transmission AT receives the driving force of the engine Eng from the input shaft Input via the torque converter TC having the lockup clutch LU / C. Then, the rotational speed is changed by the four planetary gears and the seven shift friction elements, and is output from the output shaft Output to the drive wheels 50. Further, an oil pump OP is provided coaxially with the pump impeller of the torque converter TC, and is rotated by the driving force of the engine Eng to pressurize the oil.
  • the engine vehicle control system includes an engine controller 10 (ECU), an automatic transmission controller 20 (ATCU), and a control valve unit 30 (CVU).
  • the engine controller 10 (engine control means) and the automatic transmission controller 20 (shift control means) are connected via a CAN communication line 40 and share sensor information, control information, and the like by bidirectional communication.
  • the engine controller 10 is a control means for mainly controlling the driving state of the engine Eng.
  • an accelerator opening sensor 1 that detects an accelerator opening APO that represents the amount of accelerator pedal operation by the driver
  • an engine speed sensor 2 that detects an engine speed Ne.
  • the engine controller 10 controls the engine speed Ne and the engine torque Te by adjusting the fuel injection amount and the throttle opening based on the engine speed Ne and the accelerator opening APO. Further, when a torque-up request flag is input from the automatic transmission controller 20 during the transmission shift, torque-up control for increasing the engine torque Te is performed by adjusting the fuel injection amount and the throttle opening.
  • the automatic transmission controller 20 is a control means for mainly performing shift control of the automatic transmission AT.
  • a first turbine rotation speed sensor 3 for detecting the rotation speed of the first carrier PC1 and a second turbine rotation speed sensor 4 for detecting the rotation speed of the first ring gear R1.
  • an inhibitor switch 6 for detecting the range position selected by the driver's select lever
  • a variable speed friction element A solenoid current sensor 7 for monitoring each solenoid current is connected.
  • the control valve unit 30 is configured to have a solenoid valve and an oil passage for controlling the engagement / release of each variable speed friction element based on a control command from the automatic transmission controller 20.
  • the automatic transmission AT has a first planetary gear set GS1 and a third planetary gear by a first planetary gear G1 and a second planetary gear G2 in order on a shaft from the input shaft Input side to the output shaft Output side as a transmission gear.
  • a second planetary gear set GS2 is arranged by G3 and the fourth planetary gear G4.
  • a first clutch C1, a second clutch C2, a third clutch C3, a first brake B1, a second brake B2, a third brake B3, and a fourth brake B4 are arranged as shift friction elements that are hydraulically controlled.
  • a first one-way clutch F1 and a second one-way clutch F2 are arranged as one-way clutches that are mechanically engaged / idly rotated.
  • the first planetary gear G1 is a single pinion planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 that meshes with both gears S1, R1. .
  • the second planetary gear G2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 that supports a second pinion P2 meshing with both gears S2 and R2. .
  • the third planetary gear G3 is a single pinion planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 that supports a third pinion P3 meshing with both gears S3 and R3. .
  • the fourth planetary gear G4 is a single pinion planetary gear having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports a fourth pinion P4 meshing with both the gears S4 and R4. .
  • the input shaft Input is connected to the second ring gear R2 and inputs the rotational driving force from the engine Eng via the torque converter TC or the like.
  • the output shaft Output is coupled to the third carrier PC3, and transmits the output rotational driving force to the driving wheels 50 via a final gear or the like.
  • the first ring gear R1, the second carrier PC2, and the fourth ring gear R4 are integrally connected by a first connecting member M1.
  • the third ring gear R3 and the fourth carrier PC4 are integrally connected by a second connecting member M2.
  • the first sun gear S1 and the second sun gear S2 are integrally connected by a third connecting member M3.
  • the first planetary gear set GS1 includes four rotating elements by connecting the first planetary gear G1 and the second planetary gear G2 with the first connecting member M1 and the third connecting member M3. Is done. Further, the second planetary gear set GS2 is configured to have five rotating elements by connecting the third planetary gear G3 and the fourth planetary gear G4 by the second connecting member M2.
  • first planetary gear set GS1 torque is input from the input shaft Input to the second ring gear R2, and the input torque is output to the second planetary gear set GS2 via the first connecting member M1.
  • torque is directly input to the second connection member M2 from the input shaft Input, and is input to the fourth ring gear R4 via the first connection member M1, and the input torque is Output from 3 carrier PC3 to output shaft Output.
  • the first clutch C1 (input clutch I / C) is a clutch that selectively connects and disconnects the input shaft Input and the second connecting member M2.
  • the second clutch C2 (direct clutch D / C) is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4.
  • the third clutch C3 (H & LSR clutch H & LR / C) is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4.
  • the second one-way clutch F2 is disposed between the third sun gear S3 and the fourth sun gear S4.
  • the third sun gear S3 and the fourth sun gear S4 generate independent rotation speeds. Therefore, the third planetary gear G3 and the fourth planetary gear G4 are connected via the second connecting member M2, and each planetary gear achieves an independent gear ratio.
  • the first brake B1 front brake F / B is a brake that selectively stops the rotation of the first carrier PC1 with respect to the transmission case Case.
  • the first one-way clutch F1 is disposed in parallel with the first brake B1.
  • the second brake B2 (low brake LOW / B) is a brake that selectively stops the rotation of the third sun gear S3 with respect to the transmission case Case.
  • the third brake B3 (2346 brake 2-3-4-6 / B) is a brake that selectively stops the rotation of the third connecting member M3 that connects the first sun gear S1 and the second sun gear S2 with respect to the transmission case Case. It is.
  • the fourth brake B4 (reverse brake REV / B) is a brake that selectively stops the rotation of the fourth carrier PC4 with respect to the transmission case Case.
  • FIG. 2 is a fastening operation table showing a fastening state of each shift friction element for each shift stage in the automatic transmission AT of the first embodiment.
  • a circle indicates that the speed change friction element is in an engaged state
  • a mark ( ⁇ ) indicates that the speed change friction element is in an engaged state when the engine brake is coasted
  • no mark indicates that the speed change friction element is in an engaged state. It shows that the shift friction element is in a released state.
  • the first one-way clutch F1 and the second one-way clutch F2 are engaged while the second brake B2 is engaged.
  • the first one-way clutch F1 and the second one-way clutch F2 are idling so that the third clutch C3, the first brake B1, and the second brake B2 It will be in a fastening state.
  • the second brake B2, the third brake B3, and the second clutch C2 are engaged regardless of whether driving or coasting.
  • fourth speed the third brake B3, the second clutch C2, and the third clutch C3 are engaged regardless of whether driving or coasting.
  • the first clutch C1, the second clutch C2, and the third clutch C3 are engaged regardless of whether driving or coasting.
  • 6-speed the third brake B3, the first clutch C1, and the third clutch C3 are engaged regardless of whether driving or coasting.
  • the first brake B1, the first clutch C1, and the third clutch C3 are engaged regardless of whether driving or coasting.
  • FIG. 3 is a shift map diagram showing an example of a shift map used for shift control in the automatic transmission AT according to the first embodiment. Note that the shift map shown in FIG. 3 is stored in advance in the memory of the automatic transmission controller 20, and the solid line indicates the up shift line and the dotted line indicates the down shift line.
  • FIG. 4 shows a flow of engine / shift cooperative control processing executed by the automatic transmission controller 20 of the first embodiment (shift control means).
  • shift control means the automatic transmission controller 20 of the first embodiment
  • FIG. 4 shows a flow of engine / shift cooperative control processing executed by the automatic transmission controller 20 of the first embodiment (shift control means).
  • FIG. 4 shows a flow of engine / shift cooperative control processing executed by the automatic transmission controller 20 of the first embodiment (shift control means).
  • FIG. 4 shows a flow of engine / shift cooperative control processing executed by the automatic transmission controller 20 of the first embodiment (shift control means).
  • FIG. 4 shows a flow of engine / shift cooperative control processing executed by the automatic transmission controller 20 of the first embodiment (shift control means).
  • step S1 following the start, it is determined whether or not a cooperative control operation with the engine Eng is performed. If YES (cooperative control operation), the process proceeds to step S2, and if NO (cooperative control non-operation), the process proceeds to step S5.
  • “cooperative control” for example, when there is an auto-down shift request for increasing the engine speed due to a decrease in the vehicle speed VSP, it is determined that the cooperative control with the engine Eng is activated during the replacement shift. On the other hand, when there is an upshift request or the like, it is determined that the cooperative control with the engine Eng is deactivated during the changeover shift.
  • step S2 following the determination that the cooperative control operation is performed in step S1, it is determined whether or not the monitor current is a value in the intermediate hydraulic pressure region. If YES (the monitor current is a value in the intermediate hydraulic pressure region), the process proceeds to step S3. If NO (the monitor current is a value other than the intermediate hydraulic pressure region), the process proceeds to step S5.
  • the “monitor current” means the solenoid current to the solenoid valve that controls the hydraulic pressure of the engagement-side friction element and the hydraulic pressure of the release-side friction element during the switching speed change by cooperative control operation with the engine Eng. The solenoid current to the valve. This monitor current is acquired by the solenoid current sensor 7 provided in the solenoid valve of each friction engagement element.
  • the “intermediate hydraulic pressure range value” means a monitor current value that is a low capacity range in which the torque transmission capacity due to the hydraulic pressure to the engagement-side friction element or the release-side friction element during the cross-over shift is smaller than a predetermined value, that is, current This is the interval between the minimum value (current MIN) and the maximum current value (current MAX).
  • a predetermined value is an unexpected increase in engine torque during traveling due to a changeover shift, that is, the vehicle is unexpectedly steep enough to give the driver a sense of incongruity even if there is an engine torque increase greater than the requested torque.
  • the torque transmission capacity that does not accelerate is determined.
  • the current is within the range of the current MIN and the current MAX.
  • the current value is defined as shifting during which an engine torque increase request is output.
  • the current MIN and the current MAX are determined for each shift friction element and set in advance as a solenoid current map. Then, when there is a change-over shift request by cooperative control operation with the engine Eng, the use range by the current MIN and current MAX is quoted from the solenoid current map.
  • the current MIN and current MAX set in the solenoid current map are provided with a margin for monitor current variation (for example, ⁇ 10 mA) to prevent erroneous detection.
  • step S3 following the determination that the monitor current in step S2 is a value in the intermediate hydraulic pressure region, a torque request is set, and the process proceeds to step S4.
  • torque request refers to “engine Eng torque-up request”.
  • step S4 following the torque request set in step S3, a torque-up request flag is output from the automatic transmission controller 20 to the engine controller 10 via the CAN communication line 40, and the process proceeds to return.
  • output of torque-up request flag means output of torque-up request flag when torque-up request flag is not output, and torque-up request flag when torque request has already been output. Keep the output of.
  • step S5 following the determination that the cooperative control is not activated in step S1 or the determination that the monitor current is a value outside the intermediate hydraulic pressure region in step S2, the torque request is reset, and the process proceeds to step S6. move on.
  • torque request reset resets the torque request when the torque request is set, and maintains the torque request reset as it is when the torque request is already reset.
  • step S6 following the torque request reset in step S5, output of the engine torque increase request flag to the engine controller 10 is stopped, and the process proceeds to return.
  • output stop of torque-up request flag means that output of torque-up request flag is stopped when torque-up request flag is output, and output of torque-up request flag is already stopped. The output stop of the torque up request flag is maintained as it is.
  • the operation of the engine vehicle speed change control apparatus according to the first embodiment will be described by dividing it into “engine / transmission cooperative control processing operation”, “engine / transmission cooperative control operation”, and “characteristic operation of engine / transmission cooperative control”.
  • step S2 the solenoid current to the solenoid valve that controls the hydraulic pressure of the engagement-side friction element and the solenoid current to the solenoid valve that controls the hydraulic pressure of the disengagement-side friction element are monitored during the crossover shift. It is determined whether or not the value is an area value. As long as the monitoring current does not reach the current MIN even when the changeover is started, the flow of steps S1 ⁇ S2 ⁇ step S5 ⁇ step S6 is repeated in the flowchart of FIG. The up request flag is not output.
  • step S2 When the monitor current reaches the current MIN after the start of the shifting gear change, it is determined in step S2 that the monitor current is a value in the intermediate hydraulic pressure region.
  • step S1 ⁇ step S2 ⁇ step S3.
  • step S4 ⁇ return.
  • step S4 following the torque request set in step S3, the automatic transmission controller 20 starts to output a torque-up request flag to the engine controller 10 via the CAN communication line 40.
  • the engine controller 10 when a torque-up request flag is input, torque-up control of the engine Eng with the limit torque as an upper limit is started.
  • the output of the torque-up request flag from the automatic transmission controller 20 to the engine controller 10 is continued until the monitor current reaches the current MIN, the current value further increases, and the monitor current reaches the current MAX.
  • step S2 When the monitor current reaches the current MAX after the start of the shifting gear change, it is determined in step S2 that the monitor current is a value outside the intermediate hydraulic pressure region.
  • step S1 ⁇ step S2 ⁇ step The process proceeds from S5 to step S6.
  • step S6 following the torque request reset in step S5, the output of the torque-up request flag from the automatic transmission controller 20 to the engine controller 10 is stopped. The output stop of the torque-up request flag from the automatic transmission controller 20 is continued until the replacement shift is completed.
  • time t1 is the output time of the downshift request.
  • Time t2 is the output start time of the torque-up request flag.
  • Time t3 is the start time of decrease in engine torque.
  • Time t4 is the output stop time of the torque up request flag.
  • Time t5 is the downshift end time.
  • the torque up request flag is not output, and output of the torque up request flag is started from time t2 when the monitored current of the release side command hydraulic pressure becomes equal to or less than the predetermined value.
  • the output of the torque-up request flag is maintained until time t4 when the engagement side command hydraulic pressure monitor current exceeds a predetermined value.
  • the engine torque Te increases during output of the torque increase request flag from time t2 to time t4.
  • the characteristic of the engine torque Te increases stepwise at time t2 and is maintained until time t3, and gradually decreases with a predetermined decrease gradient during the shift end period from time t3 to time t4.
  • the engine torque corresponding to the opening APO and vehicle speed VSP is reduced.
  • the engine speed Ne gradually increases from the engine speed before downshift at time t2 to the engine speed after downshift (target speed) at time t4, and the downshift progresses smoothly.
  • the monitoring current of the engagement-side command hydraulic pressure rises at a predetermined rising gradient and then maintains a constant value. Further, at time t5, the monitoring current rises stepwise and ends the shift.
  • a case where a torque-up request flag is output during the shift period from time t1 to time t2 is taken as a comparative example.
  • torque having a predetermined value A (> predetermined value) as a maximum torque is driven through the disengagement side friction element. 50.
  • torque having a predetermined value B (> predetermined value) as a maximum torque is transmitted to the drive wheels 50 via the engagement side friction element.
  • a torque-up request flag is output during a shift within a limited range from time t2 to time t4. Even if an engine torque higher than expected is input between time t2 and time t4, it is transmitted to the drive wheels 50 via the disengagement side friction element (second clutch C2) or the engagement side friction element (third clutch C3). Torque does not exceed a predetermined value ( ⁇ predetermined value B ⁇ predetermined value A). That is, even if an engine torque higher than expected is input between time t2 and time t4, the vehicle does not accelerate unexpectedly.
  • the period of the torque-up request flag output from the transmission controller 20 is specified as the period from time t2 to time t4.
  • a torque-up request flag for permitting torque-up of the engine Eng is maintained while the torque transmission capacity by the engagement-side friction element or the release-side friction element during the crossover shift is in a low capacity region smaller than a predetermined value.
  • the engine controller 10 is configured to output. That is, when the torque-up request flag is input, the engine controller 10 performs torque-up control of the engine Eng. Even if the torque up control exceeds the expected torque increase, the torque transmitted to the drive wheel 50 through the engagement-side friction element or the release-side friction element during the shift has a torque transmission capacity by the friction element as an upper limit. To do.
  • the input torque to the automatic transmission AT that exceeds the torque transmission capacity is absorbed by the slip of the friction element and is not transmitted to the drive wheels 50.
  • vehicle acceleration is suppressed by limiting the torque transmitted to the drive wheels 50.
  • the predetermined value is determined to be a torque transmission capacity value at which the vehicle does not unexpectedly accelerate even if torque is transmitted to the drive wheels 50 during traveling by the changing gear. That is, the lower the predetermined value, the higher the effect of limiting the torque transmitted to the drive wheel 50. However, the torque transmitted to the drive wheel is reduced, and the torque increase request flag is further reduced. The output period becomes shorter, and the torque increase effect itself becomes smaller. On the other hand, if the predetermined value is set to a high value that secures the output period of the torque-up request flag, the vehicle may unexpectedly accelerate during the decelerating travel, and the driver feels uncomfortable.
  • the predetermined value is determined to be a torque transmission capacity value at which the vehicle does not accelerate unexpectedly enough to give the driver a sense of incongruity even if the engine torque is larger than the requested torque
  • the output period of the torque up request flag It is an appropriate value that can prevent unexpected acceleration of the vehicle while ensuring the above. Accordingly, it is possible to prevent the driver from feeling uncomfortable when there is more torque input than expected during the shift while securing the output period of the torque-up request flag during engine / shift cooperative control.
  • the current value supplied to the solenoid valve that controls the engagement-side friction element and the release-side friction element is monitored.
  • the torque up request flag is output while the monitor current is in the range between the current MIN and the current MAX where the torque transmission capacity is smaller than a predetermined value. That is, it is possible to determine the period for outputting the torque-up request flag based on the current value supplied to the solenoid valve. That is, it is possible to monitor a period in which the torque transmission capacity is smaller than a predetermined value by a simple configuration of monitoring the solenoid current without providing a hydraulic pressure sensor for each shift friction element and monitoring the torque transmission capacity due to the hydraulic pressure. Therefore, the period during which the torque-up request flag is output is determined by a simple configuration that only monitors the current value supplied to the solenoid valve.
  • the current MIN and the current MAX are set separately for each of a plurality of shift friction elements included in the automatic transmission AT. That is, the torque transmission capacity at which the vehicle does not suddenly accelerate so as to give the driver a sense of incongruity is different between the engagement side friction element and the release side friction element, and the speed change type (up shift, Downshifts) and shift speeds (1st to 7th). For this reason, if the current MIN and the current MAX are set to the same value for a plurality of shift friction elements included in the automatic transmission AT, the shift friction element and the shift stage deviate from an appropriate value. Therefore, by setting the current MIN and the current MAX separately for each of the plurality of shift friction elements, the current MIN and the MAX are set to appropriate values regardless of the shift type and the shift speed.
  • Torque-up request flag for permitting engine control means (engine controller 10) to increase engine torque when coordinated control with torque-up of engine Eng is performed at the time of a change over speed of a stepped transmission (automatic transmission AT).
  • the transmission control means transmits the predetermined value to the torque that does not accelerate the vehicle to the extent that the driver feels strange even if there is a torque increase that is greater than the torque requested during traveling by the changing gear. Decide on a capacitance value. For this reason, in addition to the effect of (1), during the engine / shift coordination control, while ensuring the output period of the torque up request flag, the driver feels uncomfortable when there is more torque input than expected during the shift. Can be prevented.
  • the transmission control means monitors the current value supplied to the solenoid valve that controls the engagement-side friction element and the release-side friction element, and the monitor current is greater than the predetermined value. While in the range between the minimum current value (current MIN) and the maximum current value (current MAX), the torque up request flag is output. For this reason, in addition to the effect of (1) or (2), the period during which the torque-up request flag is output can be determined by a simple configuration that only monitors the current value supplied to the solenoid valve.
  • the transmission control means includes a plurality of transmission friction elements each having a minimum current value (current MIN) and a maximum current value (current MAX) in the stepped transmission (automatic transmission AT). Set separately for. For this reason, in addition to the effect of (3), the current minimum value (current MIN) and current maximum value (current MAX) are set separately for each of the multiple shift friction elements, regardless of the shift type and shift speed. An appropriate value can be set.
  • the vehicle shift control device of the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the invention according to each claim of the claims. Design changes and additions are permitted without departing from the gist of the present invention.
  • Example 1 the current value supplied to the solenoid valve that controls the engagement-side friction element and the release-side friction element is monitored as the shift control means.
  • the shift control means the hydraulic pressure value for controlling the engagement side frictional element and the release side frictional element is monitored, and while the monitored hydraulic pressure is below the hydraulic pressure threshold value where the torque transmission capacity is smaller than the predetermined value, a torque increase request is made.
  • An example of outputting a flag may be used.
  • the shift control means may be an example in which the monitor current and the monitor hydraulic pressure are set separately according to the shift type, the accelerator opening APO, and the vehicle speed VSP.
  • the shift control device of the present invention is applied to an engine vehicle equipped with a forward 7-speed automatic transmission AT.
  • the speed change control device of the present invention can be applied to a hybrid vehicle as long as the engine is mounted on the drive source, and also as a transmission, a stepped transmission other than the forward seventh speed is used. It may be.
  • the present invention is applicable to any vehicle provided with a stepped transmission having a plurality of gears that are automatically shifted in a driving force transmission system from the engine to the driving wheels.

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

La présente invention concerne un système de transfert de force d'entraînement d'un moteur vers une roue motrice (50) qui est pourvu d'une transmission automatique (AT) ayant une pluralité de positions d'engrenage qui sont automatiquement changées. Ce véhicule motorisé est pourvu d'un dispositif de commande de transmission (20) destiné à délivrer en sortie un indicateur de demande d'augmentation de couple pour permettre une augmentation du couple moteur à un dispositif de commande de moteur (10) lorsqu'une commande coopérative accompagnant une augmentation de couple dans un moteur (Eng) est effectuée pendant un repositionnement de changement de vitesse dans la transmission automatique (AT). Le dispositif de commande (20) de transmission délivre en sortie un indicateur de demande d'augmentation de couple au cours de la période lorsque la capacité de transfert de couple depuis un élément de friction côté mise en prise ou un élément de friction côté désengagement par un repositionnement de changement de vitesse est dans une plage de capacité inférieure à une valeur spécifique.
PCT/JP2016/076363 2015-09-18 2016-09-08 Dispositif de commande de transmission de véhicule WO2017047479A1 (fr)

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Application Number Priority Date Filing Date Title
JP2015-185350 2015-09-18
JP2015185350A JP2017057988A (ja) 2015-09-18 2015-09-18 車両の変速制御装置

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WO2017047479A1 true WO2017047479A1 (fr) 2017-03-23

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2682173B2 (ja) * 1989-11-02 1997-11-26 トヨタ自動車株式会社 ４輪駆動車の差動制御装置
JP2004245285A (ja) * 2003-02-12 2004-09-02 Komatsu Ltd 作業車両の変速装置
JP2006153225A (ja) * 2004-12-01 2006-06-15 Denso Corp 自動変速機の制御装置
JP2008128437A (ja) * 2006-11-24 2008-06-05 Honda Motor Co Ltd 車両のクリープ制御装置
JP2013032793A (ja) * 2011-08-01 2013-02-14 Aisin Seiki Co Ltd 自動変速機の変速制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2682173B2 (ja) * 1989-11-02 1997-11-26 トヨタ自動車株式会社 ４輪駆動車の差動制御装置
JP2004245285A (ja) * 2003-02-12 2004-09-02 Komatsu Ltd 作業車両の変速装置
JP2006153225A (ja) * 2004-12-01 2006-06-15 Denso Corp 自動変速機の制御装置
JP2008128437A (ja) * 2006-11-24 2008-06-05 Honda Motor Co Ltd 車両のクリープ制御装置
JP2013032793A (ja) * 2011-08-01 2013-02-14 Aisin Seiki Co Ltd 自動変速機の変速制御装置

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