WO2017051755A1 - 自動変速機の制御装置および自動変速機の制御方法 - Google Patents
自動変速機の制御装置および自動変速機の制御方法 Download PDFInfo
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- WO2017051755A1 WO2017051755A1 PCT/JP2016/077133 JP2016077133W WO2017051755A1 WO 2017051755 A1 WO2017051755 A1 WO 2017051755A1 JP 2016077133 W JP2016077133 W JP 2016077133W WO 2017051755 A1 WO2017051755 A1 WO 2017051755A1
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- automatic transmission
- torque converter
- transmission mechanism
- interlock
- control device
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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
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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
- F16H59/36—Inputs being a function of speed
- F16H59/38—Inputs being a function of speed of gearing elements
- F16H59/40—Output shaft speed
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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
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
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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
- F16H59/36—Inputs being a function of speed
- F16H59/38—Inputs being a function of speed of gearing elements
- F16H2059/385—Turbine speed
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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
- F16H59/36—Inputs being a function of speed
- F16H59/38—Inputs being a function of speed of gearing elements
- F16H59/42—Input shaft speed
- F16H2059/425—Rate of change of input or turbine shaft speed
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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
- F16H59/36—Inputs being a function of speed
- F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
- F16H2059/465—Detecting slip, e.g. clutch slip ratio
- F16H2059/467—Detecting slip, e.g. clutch slip ratio of torque converter
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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
- F16H2061/1204—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures for malfunction caused by simultaneous engagement of different ratios resulting in transmission lock state or tie-up condition
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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
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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
- F16H59/36—Inputs being a function of speed
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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
- F16H59/36—Inputs being a function of speed
- F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
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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
- F16H59/48—Inputs being a function of acceleration
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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
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
- F16H61/686—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with orbital gears
Definitions
- the present invention relates to a control device and a control method for an automatic transmission, and more particularly to a technique for detecting occurrence of an interlock in a stepped transmission mechanism having a plurality of frictional engagement elements.
- JP2008-232355 an engagement command is output based on the deceleration of the vehicle, the shift command stage to the stepped transmission mechanism, and the actual gear ratio that is the ratio of the rotational speeds of the input and output shafts of the stepped transmission mechanism.
- a control device that detects the occurrence of an interlock in which a frictional engagement element that has not been engaged is engaged is disclosed.
- the non-traveling range is selected as the shift range of the stepped transmission mechanism, the occurrence of the interlock cannot be detected. This is because when the non-traveling range is selected, a neutral command is issued to the stepped transmission mechanism in order to cut off power transmission, and the shift command stage is not set. Even if the gear shift command stage is set during neutral, the occurrence of the interlock cannot be detected by the above technique. While the rotational speed of the input shaft of the stepped transmission mechanism changes according to the amount of depression of the accelerator pedal, the rotational speed of the output shaft of the stepped transmission mechanism changes according to the vehicle speed. It depends on. Therefore, even if the shift command stage and the actual gear ratio are compared, the deviation of the actual gear ratio with respect to the shift command stage cannot be accurately determined.
- an object is to enable detection of the occurrence of an interlock even when the stepped transmission mechanism is in the non-traveling range.
- a control device for controlling an automatic transmission that includes a torque converter and a stepped transmission mechanism provided on a power transmission path from the torque converter to a drive wheel.
- the interlock determination in the stepped transmission mechanism is performed while the non-traveling range is selected, and the interlock determination is performed based on the deceleration of the output shaft of the stepped transmission mechanism and the change in the torque converter.
- Another aspect of the present invention provides a control method for controlling an automatic transmission that includes a torque converter and a stepped transmission mechanism provided on a power transmission path from the torque converter to a drive wheel.
- the interlock determination in the stepped transmission mechanism is performed while the non-traveling range is selected, and the interlock determination is performed based on the deceleration of the output shaft of the stepped transmission mechanism and the change in the torque converter.
- the occurrence of the interlock can be detected even when the non-traveling range is selected.
- FIG. 1 is a schematic configuration diagram of a vehicle including an automatic transmission and a control device thereof according to an embodiment of the present invention.
- FIG. 2 is a flowchart for explaining the interlock determination control in the non-traveling range, which is executed by the control device according to the embodiment.
- FIG. 1 is a block diagram showing a schematic configuration of a vehicle 1 including automatic transmissions 3 and 4 and a control device 6 thereof according to an embodiment of the present invention.
- stepped automatic transmissions are employed as the automatic transmissions 3 and 4.
- the vehicle 1 includes an engine 2, a torque converter 3, a stepped transmission mechanism 4, wheels 5, and a controller 6.
- the torque converter 3 and the stepped transmission mechanism 4 constitute an “automatic transmission” according to the present embodiment, and the controller 6 constitutes an “automatic transmission control device”.
- the torque converter 3 includes a pump impeller 3a and a turbine runner 3b.
- the pump impeller 3a is connected to the output shaft 31 of the engine 2, and the turbine runner 3b is connected to the input shaft 32 of the stepped transmission mechanism 4.
- the rotation generated in the engine 2 is input to the pump impeller 3a of the torque inverter 3, and is output to the stepped transmission mechanism 4 from the turbine runner 3b fluidly coupled to the pump impeller 3a.
- the torque converter 3 includes a lockup clutch 3c that can mechanically connect the pump impeller 3a and the turbine runner 3b.
- the lock-up clutch 3a is engaged when the shift lever 10 is in the D (drive) range and the vehicle speed is equal to or higher than a predetermined vehicle speed, and the output shaft 31 of the engine 2 and the output shaft 32 of the torque converter 3 are directly connected to each other.
- the impeller 3a and the turbine runner 3b are connected.
- the output shaft 32 of the torque converter 3 also serves as the input shaft of the stepped transmission mechanism 4.
- the lock-up clutch 3a is released when the shift lever 10 is in the non-traveling range, specifically, the P (parking) range or the N (neutral) range. Further, even when the shift lever 10 is in the D range, the lockup clutch 3a is released when the vehicle speed becomes a low vehicle speed lower than the predetermined vehicle speed.
- the stepped speed change mechanism 4 is provided on the power transmission path from the torque converter 3 to the wheel 5.
- the stepped transmission mechanism 4 constitutes, for example, a stepped automatic transmission having nine forward speeds and one reverse speed.
- the stepped transmission mechanism 4 has a plurality of planetary gears and a plurality of frictional engagement elements (clutch, brake) 4a, and controls the hydraulic pressure supplied to the plurality of frictional engagement elements 4a to release the frictional engagement elements 4a. Is changed to change the gear position.
- the rotation of the engine 2 is transmitted to the input shaft 32 via the torque converter 3, and the speed change gear (gear ratio) according to the plurality of friction engagement elements 4 a is engaged or released.
- the rotation is output from the output shaft 33.
- the fact that the frictional engagement element 4a is engaged means a state in which power can be transmitted in the frictional engagement element 4a, and includes a slip state in which the frictional engagement element 4a is not completely engaged.
- Rotation output from the stepped transmission mechanism 4 is transmitted to the wheel 5 via the differential device 7 and the drive shaft 34.
- the controller 6 is composed of a microcomputer equipped with a CPU, ROM, RAM and the like.
- the controller 6 can be composed of a plurality of microcomputers.
- the controller 6 receives a signal from the engine speed sensor 20, a signal from the turbine speed sensor 21, a signal from the vehicle speed sensor 22, a signal from the inhibitor switch 23, and the like.
- the stored program is executed, and the fuel injection timing to the engine 2, the gear position switching control signal, and the like are output.
- the engine rotation speed sensor 20 detects the rotation speed of the output shaft 31 of the engine 2, and the turbine rotation speed sensor 21 rotates the input shaft 32 of the stepped transmission mechanism 4 as the rotation speed of the turbine runner 3 b of the torque converter 3. Detect speed.
- the vehicle speed sensor 22 detects the rotational speed of the output shaft 33 of the stepped transmission mechanism 4.
- the gear stage is changed by changing the engagement / release state of the plurality of friction engagement elements 4a.
- a braking force is generated even when the driver does not depress the brake pedal, and the vehicle is decelerated.
- an interlock such a state is referred to as an interlock.
- the interlock determination control for determining the occurrence of the interlock when the shift lever 10 is in the non-traveling range such as the N range or the P range is executed.
- the interlock determination control in the non-traveling range will be described with reference to FIG.
- FIG. 2 is a flowchart for explaining the interlock determination control in the non-traveling range.
- the interlock in the non-traveling range may occur when a hydraulic control failure to the frictional engagement element 4a occurs in the vehicle 1 that is not provided with a manual valve. Further, even in the vehicle 1 provided with a manual valve, it may occur when a valve stick or the like is generated and hydraulic control failure to the frictional engagement element 4a occurs.
- step S100 the controller 6 determines whether or not the shift lever 10 is in the non-traveling range based on the signal from the inhibitor switch 23. If the shift lever 10 is in the non-traveling range, the process proceeds to step S101. If the shift lever 10 is not in the non-traveling range, the current process ends.
- step S101 the controller 6 calculates the deceleration dVsp of the output shaft 33 of the stepped transmission mechanism 4 based on the signal from the vehicle speed sensor 22, and determines whether the deceleration dVsp is smaller than the predetermined deceleration ⁇ .
- the controller 6 calculates the rotational speed No of the output shaft 33 of the stepped transmission mechanism 4 based on the signal from the vehicle speed sensor 22, the rotational speed No calculated in the current process, and the rotational speed stored in the controller 6.
- the deceleration dVsp is calculated based on No (for example, the rotational speed No calculated in the previous process).
- the deceleration dVsp is a reduction rate of the rotation speed No calculated this time with respect to the stored rotation speed No, and is calculated by subtracting the rotation speed No stored from the rotation speed No calculated this time.
- the deceleration dVsp when the deceleration dVsp is a negative value, it indicates that the vehicle 1 is decelerating, and that the vehicle 1 is further decelerating as the deceleration dVsp becomes smaller.
- the predetermined deceleration ⁇ is a negative value set in advance, and is a value that can be determined that the vehicle 1 is decelerating. If the deceleration dVsp is smaller than the predetermined deceleration ⁇ and the vehicle 1 is decelerating, the process proceeds to step S102, where the deceleration dVsp is equal to or greater than the predetermined deceleration ⁇ and the vehicle 1 is not decelerating. In step S107, the process proceeds to step S107.
- the rotational speed No calculated in this processing is stored in the controller 6. Further, when the deceleration dVsp becomes smaller than the predetermined deceleration ⁇ , the controller 6 starts counting by a timer.
- the deceleration dVsp is calculated by subtracting the stored rotational speed No from the currently calculated rotational speed No. For example, the stored rotational speed No is divided by the currently calculated rotational speed No. May be calculated.
- the controller 6 executes the following processing to monitor the change of the torque converter 3 for the interlock determination.
- step S102 the controller 6 determines whether the timer value T is equal to or greater than the first time T1.
- the first time T1 is a preset time, and is a time until the transition to the interlock state when the interlock occurs.
- the process proceeds to step S103, and when the timer value T is less than the first time T1, the process returns to step S101.
- the controller 6 starts the processing in step S103 when the timer value T is equal to or greater than the first time T1, the transition period to the interlock state has passed, and the transition to the interlock state has occurred.
- a change rate dNt of the turbine rotation speed Nt which is a change of the torque converter 3, is calculated, and it is determined whether or not the absolute value of the change rate dNt is larger than the first predetermined value ⁇ .
- the change in the torque converter 3 includes the rate of change dNt of the rotational speed of the output shaft of the torque converter 3 (in this embodiment, the rotational speed of the input shaft 32 of the stepped transmission mechanism 4) and the slip amount dN in the torque converter 3. .
- the controller 6 calculates the turbine rotation speed Nt based on the signal from the turbine rotation speed sensor 21, and calculates the turbine rotation speed Nt calculated this time and the turbine rotation speed Nt stored in the controller 6, for example, in the previous processing.
- the rate of change dNt of the turbine rotation speed Nt is calculated.
- the change rate dNt is calculated by subtracting the currently calculated turbine rotation speed Nt from the stored turbine rotation speed Nt.
- the turbine rotation speed Nt calculated in the current process is stored in the controller 6.
- the first predetermined value ⁇ is a preset value.
- step S103 the absolute value of the change rate dNt is compared with the first predetermined value ⁇ .
- step S103 the controller 6 determines the possibility of occurrence of an interlock based on the rate of change dNt of the turbine rotational speed Nt.
- the process proceeds to step S104, and the absolute value of the change rate dNt of the turbine rotation speed Nt is equal to or less than the first predetermined value ⁇ . If there is, the process proceeds to step S107.
- step S104 the controller 6 calculates a slip amount dN in the torque converter 3, which is a change of the torque converter 3, and determines whether or not the slip amount dN is larger than a second predetermined value ⁇ .
- the slip amount dN is an absolute value of the rotational speed difference between the input shaft 31 and the output shaft 32 of the torque converter 3.
- the controller 6 calculates the engine rotation speed Ne based on the signal from the engine rotation speed sensor 20, and calculates the slip amount dN by subtracting the turbine rotation speed Nt calculated this time from the calculated engine rotation speed Ne.
- the second predetermined value ⁇ is a preset value and is a rotation speed difference that can be taken when no interlock is generated.
- step S103 the absolute value of the rate of change dNt of the turbine rotational speed Nt is greater than the first predetermined value ⁇ . Even if this is larger, the change in the turbine rotational speed Nt may be caused by the operation of the accelerator pedal.
- the lockup clutch 3c When the shift lever 10 is in the non-traveling range, the lockup clutch 3c is released. When the lock-up clutch 3c is released and no interlock is generated, no load is applied to the turbine runner 3b. Therefore, even when the accelerator pedal is operated, the slip amount dN is stable, and the second predetermined value. ⁇ or less.
- the turbine rotation speed Nt becomes small with respect to the change in the engine rotation speed Ne (in other words, the turbine rotation speed Nt is equal to the engine rotation speed Nt).
- the slip amount dN becomes larger than the second predetermined value ⁇ without changing following the change in the rotational speed Ne.
- step S104 when the slip amount dN is larger than the second predetermined value ⁇ , the controller 6 determines that there is a possibility that the turbine runner 3b is loaded and an interlock is generated. If the slip amount dN is larger than the second predetermined value ⁇ , the process proceeds to step S105. If the slip amount dN is equal to or smaller than the second predetermined value ⁇ , the process proceeds to step S107.
- the controller 6 determines that there is an abnormality in the change and the stepped transmission mechanism 4 is interlocked.
- step S105 it is determined whether the timer value T is equal to or greater than the second time (first predetermined time) T2.
- the second time T2 is a preset time and is a time during which the occurrence of an interlock can be determined. If the timer value T is greater than or equal to the second time T2, the process proceeds to step S106. If the timer value T is less than the second time T2, the process returns to step S101.
- step S106 the controller 6 determines that an interlock has occurred in the non-traveling range.
- the state where the deceleration dVsp is smaller than the predetermined deceleration ⁇ continues for the second time T2 or more, and the absolute value of the rate of change dNt of the turbine rotational speed Nt is larger than the first predetermined value ⁇ , and the slip
- the abnormal state in which the amount dN exceeds the second predetermined value ⁇ continues for the third time (second predetermined time) T3 or more, it is determined that the interlock is generated in the non-traveling range.
- the third time T3 is a time from the transition to the interlock state when the interlock occurs until the second time T2.
- the third time T3 starts counting from the second half of the counting period of the second time T2, and the determination in step S103 and step S104 is not determined in the transition period to the interlock state, but transits to the interlock state.
- the controller 6 may start counting by a timer when the absolute value of the rate of change dNt of the turbine rotation speed Nt is greater than the first predetermined value ⁇ , and may compare the timer value with the third time T3.
- non-traveling range selection a plurality of frictional engagements that are engaged to form a gear stage according to the vehicle speed in order to improve the startability of the vehicle when the travel range is selected by subsequent operation of the shift lever 10
- a part (for example, one) of the element 4a is released, and the remaining frictional engagement element 4a is fastened.
- the controller 6 determines the occurrence of the interlock in the non-traveling range, the controller 6 releases all of the plurality of frictional engagement elements 4a constituting the shift stage with respect to the stepped transmission mechanism 4 in order to cancel the interlock state.
- the instruction to be output is output. Thereby, an interlock can be cancelled
- step S107 the controller 6 determines that no interlock has occurred in the non-traveling range.
- the occurrence of interlock in the stepped transmission mechanism 4 is determined based on the rate of change dNt of the turbine rotation speed Nt. If an interlock is generated while the non-traveling range is selected, power is transmitted by the stepped speed change mechanism 4, and the rate of change dNt of the turbine rotational speed Nt during deceleration increases. From such a viewpoint, it is possible to determine the occurrence of interlock in the stepped transmission mechanism 4 based on the rate of change dNt of the turbine rotational speed Nt.
- the occurrence of an interlock in the stepped transmission mechanism 4 is determined based on the slip amount dN of the torque converter 3. If no interlock is generated while the non-traveling range is selected, the load from the stepped transmission mechanism 4 side is not applied to the turbine runner 3b, so the slip amount dN is suppressed to the second predetermined value ⁇ or less. However, if an interlock is generated while the non-traveling range is selected, the turbine runner 3b is loaded from the stepped transmission mechanism 4 side via the input shaft 32, so the slip amount dN exceeds the second predetermined value ⁇ . From such a viewpoint, the occurrence of the interlock in the stepped transmission mechanism 4 can be determined based on the slip amount dN of the torque converter 3.
- the turbine rotation speed Nt varies with a change in the engine rotation speed Ne due to the operation of the accelerator pedal.
- the state where the deceleration dVsp of the output shaft 33 of the stepped transmission mechanism 4 is smaller than the predetermined deceleration ⁇ continues for the second time T2, and the absolute value of the rate of change dNt of the turbine rotational speed Nt is larger than the first predetermined value ⁇ .
- the abnormal state in which the slip amount dN is larger than the second predetermined value ⁇ continues for the third time T3, it is determined that the interlock is generated during the non-traveling range selection.
- the third time T3 is counted in the second half of the counting period of the second time T2.
- the stepped transmission mechanism 4 when a non-traveling range is normally selected, one of a plurality of frictional engagement elements 4 a that are fastened to form a shift stage during traveling in preparation for selection of a subsequent traveling range. Only one frictional engagement element 4a is released and the remaining frictional engagement elements 4a are engaged. Thereby, the startability at the time of travel range selection can be improved. However, when the stepped transmission mechanism 4 is controlled in this way, an interlock is likely to occur when the originally released frictional engagement element 4a is engaged.
- the stepped transmission mechanism 4 having a plurality of frictional engagement elements 4a has been described.
- the automatic transmission to which the present invention is applied is not limited to this.
- it is applied to all automatic transmissions having a plurality of frictional engagement elements, such as a continuously variable automatic transmission having a continuously variable transmission mechanism and a plurality of frictional engagement elements in combination with a sub-transmission mechanism as a stepped transmission mechanism. be able to.
- a control device for an automatic transmission that controls an automatic transmission that includes a torque converter and a stepped transmission mechanism provided on a power transmission path from the torque converter to a drive wheel
- a control device for an automatic transmission that executes an interlock determination in a stepped transmission mechanism based on a change in a torque converter during deceleration of the vehicle when a non-traveling range of the automatic transmission is selected.
- the change of the torque converter it is possible to determine the abnormal state based on the turbine rotation speed of the torque converter.
- a control device for an automatic transmission including a stepped transmission mechanism, Determining whether the automatic transmission is in a non-traveling range; Detecting the rotational speed of the input shaft of the stepped transmission mechanism as the input shaft rotational speed; Based on the input shaft rotation speed when the automatic transmission is in the non-traveling range, whether or not an interlock has occurred that engages the frictional engagement element that is instructed to be released in the non-traveling range among the plurality of frictional engagement elements This is a control device for an automatic transmission.
- a control device for the automatic transmission Detecting the rotational speed of the output shaft of the stepped transmission mechanism as the output shaft rotational speed;
- the automatic transmission control device determines whether the interlock is generated based on the input shaft rotation speed and the output shaft rotation speed when the automatic transmission is in a non-traveling range.
- a control device for the automatic transmission It is determined that the interlock has occurred when the change amount of the input shaft rotation speed exceeds a first value with respect to the change of the output shaft rotation speed when the automatic transmission is in the non-traveling range.
- This is a control device for an automatic transmission.
- the “first value” the first predetermined value ⁇ in the above embodiment is exemplified.
- the automatic transmission further includes a torque converter, and the torque converter includes a lockup clutch that cuts off the connection between the output shaft of the engine and the input shaft of the stepped transmission mechanism under the non-traveling range.
- a control device for an automatic transmission Detecting the rotational speed of the output shaft of the engine as the engine rotational speed;
- a control device for an automatic transmission that determines occurrence of the interlock based on the input shaft rotation speed and the engine rotation speed when the automatic transmission is in a non-traveling range.
- a control device for an automatic transmission comprising the torque converter, When the change amount of the input shaft rotation speed is smaller than a second value with respect to the change of the engine rotation speed when the automatic transmission is in a non-traveling range, it is determined that the interlock has occurred.
- This is a control device for an automatic transmission.
- the amount of change ⁇ Ne of the engine rotational speed Ne is, for example, a value obtained by subtracting the previously calculated engine rotational speed from the engine rotational speed Ne calculated in the current process.
- the automatic transmission control device outputs a signal for releasing all of the plurality of frictional engagement elements when it is determined that the interlock has occurred.
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- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
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- Control Of Fluid Gearings (AREA)
Abstract
Description
自動変速機の非走行レンジが選択されている場合に、車両の減速中のトルクコンバータの変化に基づき、有段変速機構におけるインターロック判定を実行する、自動変速機の制御装置である。トルクコンバータの変化に関し、トルクコンバータのタービン回転速度をもとにその異常状態を判断することが可能である。
前記自動変速機が非走行レンジにあるか否かを判定し、
前記有段変速機構の入力軸の回転速度を入力軸回転速度として検出し、
前記自動変速機が非走行レンジにあるときの前記入力軸回転速度に基づき、前記複数の摩擦締結要素のうち非走行レンジで解放指示されている摩擦締結要素が締結するインターロックが発生したか否かを判定する、自動変速機の制御装置である。
前記有段変速機構の出力軸の回転速度を出力軸回転速度として検出し、
前記自動変速機が非走行レンジにあるときの前記入力軸回転速度および前記出力軸回転速度に基づき、前記インターロックの発生を判定する、自動変速機の制御装置である。
前記自動変速機が非走行レンジにあるときの前記出力軸回転速度の変化に対し、前記入力軸回転速度の変化量が第1の値を超えている場合に、前記インターロックが発生したと判定する、自動変速機の制御装置である。ここで、「第1の値」として、上記実施形態における第1所定値βが例示される。
前記エンジンの出力軸の回転速度をエンジン回転速度として検出し、
前記自動変速機が非走行レンジにあるときの前記入力軸回転速度および前記エンジン回転速度に基づき、前記インターロックの発生を判定する、自動変速機の制御装置である。
前記自動変速機が非走行レンジにあるときの前記エンジン回転速度の変化に対し、前記入力軸回転速度の変化量が第2の値よりも小さい場合に、前記インターロックが発生したと判定する、自動変速機の制御装置である。ここで、「第2の値」として、上記実施形成におけるエンジン回転速度Neの変化量から第2所定値γを減じた値(=ΔNe-γ)が例示される。エンジン回転速度Neの変化量ΔNeとは、例えば、今回の処理で算出したエンジン回転速度Neから前回算出したエンジン回転速度を減じた値である。
前記インターロックが発生したと判定したときに、前記複数の摩擦締結要素の全てを解放させる信号を出力する、自動変速機の制御装置である。
Claims (6)
- トルクコンバータと、前記トルクコンバータから駆動輪への動力伝達経路上に設けられた有段変速機構とを備える自動変速機を制御する自動変速機の制御装置であって、
前記自動変速機の非走行レンジ選択中に、前記有段変速機構の出力軸の減速度と、前記トルクコンバータの変化とに基づいて、前記有段変速機構におけるインターロック判定を実行する、自動変速機の制御装置。 - 請求項1に記載の自動変速機の制御装置であって、
前記トルクコンバータの出力軸の回転速度を検出し、
前記トルクコンバータの変化を、前記トルクコンバータの出力軸の回転速度の変化率に基づいて算出する、自動変速機の制御装置。 - 請求項1または2に記載の自動変速機の制御装置であって、
前記トルクコンバータのスリップ量を検出し、
前記トルクコンバータの変化を、前記トルクコンバータのスリップ量に基づいて算出する、自動変速機の制御装置。 - 請求項1から請求項3のいずれか1つに記載の自動変速機の制御装置であって、
前記インターロック判定において、前記有段変速機構の出力軸の減速度が所定値よりも小さい状態が第1所定時間以上継続し、さらに、前記トルクコンバータの変化の異常状態が、前記第1所定時間よりも短い第2所定時間以上継続したことを判定し、
前記第1所定時間のカウント期間の後半に、前記第2所定時間のカウントを開始する、自動変速機の制御装置。 - 前記有段変速機構が複数の摩擦締結要素を有する、請求項1から請求項4のいずれか1つに記載の自動変速機の制御装置であって、
前記非走行レンジが選択されると、前記複数の摩擦締結要素のうち走行レンジ選択時に締結させる摩擦締結要素の一部を解放し、
前記非走行レンジが選択されてインターロックが発生していると判定すると、前記複数の摩擦締結要素の全てを解放する、自動変速機の制御装置。 - トルクコンバータと、前記トルクコンバータから駆動輪への動力伝達経路上に設けられた有段変速機構とを備える自動変速機を制御する自動変速機の制御方法であって、
前記自動変速機の非走行レンジ選択中に、前記有段変速機構の出力軸の減速度と、前記トルクコンバータの変化とに基づいて、前記有段変速機構におけるインターロック判定を実行する、自動変速機の制御方法。
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EP16848543.1A EP3354942A4 (en) | 2015-09-25 | 2016-09-14 | Device for controlling automatic transmission and method for controlling automatic transmission |
US15/758,462 US10527163B2 (en) | 2015-09-25 | 2016-09-14 | Control device for automatic transmission and control method for automatic transmission |
JP2017541527A JP6518331B2 (ja) | 2015-09-25 | 2016-09-14 | 自動変速機の制御装置および自動変速機の制御方法 |
CN201680051769.3A CN108027051B (zh) | 2015-09-25 | 2016-09-14 | 自动变速器的控制装置及自动变速器的控制方法 |
KR1020187005924A KR20180036752A (ko) | 2015-09-25 | 2016-09-14 | 자동 변속기의 제어 장치 및 자동 변속기의 제어 방법 |
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JP2002310283A (ja) * | 2001-04-10 | 2002-10-23 | Mitsubishi Electric Corp | 自動変速装置の異常検出装置 |
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KR20230096388A (ko) * | 2021-12-23 | 2023-06-30 | 주식회사 현대케피코 | 자동 변속 차량의 변속 제어 장치 및 이를 이용한 변속 제어 방법 |
KR102668258B1 (ko) | 2021-12-23 | 2024-05-21 | 주식회사 현대케피코 | 자동 변속 차량의 변속 제어 장치 및 이를 이용한 변속 제어 방법 |
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JP6518331B2 (ja) | 2019-05-22 |
US10527163B2 (en) | 2020-01-07 |
JPWO2017051755A1 (ja) | 2018-06-14 |
KR20180036752A (ko) | 2018-04-09 |
EP3354942A1 (en) | 2018-08-01 |
CN108027051B (zh) | 2020-08-04 |
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CN108027051A (zh) | 2018-05-11 |
US20180283540A1 (en) | 2018-10-04 |
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