WO2018212314A1 - Dispositif de commande pour transmission automatique - Google Patents

Dispositif de commande pour transmission automatique Download PDF

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Publication number
WO2018212314A1
WO2018212314A1 PCT/JP2018/019230 JP2018019230W WO2018212314A1 WO 2018212314 A1 WO2018212314 A1 WO 2018212314A1 JP 2018019230 W JP2018019230 W JP 2018019230W WO 2018212314 A1 WO2018212314 A1 WO 2018212314A1
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WIPO (PCT)
Prior art keywords
clutch
shift
speed
vehicle
acceleration
Prior art date
Application number
PCT/JP2018/019230
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English (en)
Japanese (ja)
Inventor
智啓 下沢
諒 ▲高▼野
Original Assignee
いすゞ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Priority to CN201880029257.6A priority Critical patent/CN110832230B/zh
Publication of WO2018212314A1 publication Critical patent/WO2018212314A1/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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • 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

Definitions

  • This disclosure relates to a control device for an automatic transmission.
  • various automatic transmissions that change gears by changing over a plurality of frictional engagement elements are known.
  • a first clutch (friction engagement element) provided between the engine and the odd-numbered gear train
  • a second clutch (friction engagement element) provided between the engine and the even-numbered gear train
  • DCT dual clutch transmission
  • a clutch (friction engagement element) that stops relative rotation of elements constituting the planetary gear
  • a brake (friction engagement element) that stops rotation of the element are provided, and driving force from the engine is transmitted via the planetary gear.
  • An automatic transmission (AT) that transmits to the output side is known.
  • Patent Document 1 discloses "a control device for an automatic transmission that suppresses heat generation of the clutch when the temperature of the clutch exceeds a preset temperature" (summary). Is described.
  • the control device described in Patent Document 1 determines whether or not the clutch temperature deriving unit 23b for deriving the temperature of the clutch 20 and the clutch temperature derived by the clutch temperature deriving unit have become higher than a preset set temperature.
  • a clutch temperature determination unit (S102) that performs engagement control with a first control pattern in which the clutch is in a half-clutch state during shift control when the clutch temperature is determined to be equal to or lower than the set temperature. If it is determined as described above, a shift control unit 23a "(summary) that controls the engagement of the clutch with a second control pattern having a smaller slip amount than the half-clutch state is provided.
  • control device described in Patent Document 1 merely switches the control pattern in accordance with the clutch temperature, and does not necessarily prevent a decrease in drivability during shifting.
  • An object of the present disclosure is to provide a control device for an automatic transmission capable of preventing drivability from being deteriorated while preventing excessive heat generation of the friction engagement element when the friction engagement element is replaced. It is.
  • a control device for an automatic transmission is a control device for an automatic transmission for a vehicle in which a shift is executed with a change of a plurality of frictional engagement elements, and is requested by a driver at the start of the shift.
  • a request acceleration determination unit that determines whether or not the vehicle acceleration to be performed is equal to or less than a predetermined threshold; and when the vehicle acceleration is determined to be equal to or less than the threshold by the request acceleration determination unit, the plurality of friction engagement elements
  • An execution unit that executes a protective shift, which is a shift in which the output torque of the automatic transmission is reduced before gripping.
  • an automatic transmission control device capable of preventing a decrease in drivability while preventing excessive heat generation of a frictional engagement element when the frictional engagement element is replaced. Can do.
  • FIG. 1 is a schematic configuration diagram illustrating a vehicle to which an automatic transmission control device according to the present disclosure is applied.
  • FIG. 2 is a functional block diagram of the control device for the automatic transmission according to the present disclosure.
  • FIG. 3 is a flowchart showing a flow of control by the automatic transmission control device according to the present disclosure.
  • FIG. 4 is a time chart when the upshift is performed by the normal shift.
  • FIG. 5 is a time chart when the downshift is performed by the normal shift.
  • FIG. 6 is a time chart when the upshift is performed by the first protective shift or the second protective shift.
  • FIG. 7 is a time chart when the downshift is performed by the first protective shift or the second protective shift.
  • FIG. 8 is a time chart when the control by the control device for the automatic transmission according to the present disclosure is performed.
  • the vehicle 1 includes an engine 10, a DCT 2 (automatic transmission) including a first clutch 20, a second clutch 30, a transmission unit 40, and a hydraulic circuit 90, and a control device 50.
  • the drive wheels are connected to the output side of the DCT 2 through a propeller shaft and a differential gear (not shown) so that power can be transmitted.
  • the engine 10 is, for example, a diesel engine.
  • the output speed of the engine 10 (hereinafter referred to as “engine speed”) and the output torque are controlled based on the accelerator opening Acc of the accelerator pedal detected by the accelerator opening sensor 101.
  • the engine output shaft 11 is provided with an engine speed sensor 102 that detects the engine speed.
  • the first clutch 20 is a hydraulically operated wet multi-plate clutch having a plurality of first input side clutch plates 21 and a plurality of first output side clutch plates 22.
  • the first input side clutch plate 21 rotates integrally with the engine output shaft 11 that is rotated by the engine 10.
  • the first output side clutch plate 22 rotates integrally with the first input shaft 41 of the transmission unit 40.
  • the first clutch 20 is urged in the disconnecting direction by a return spring (not shown), and the first piston 23 is moved by the clutch operating hydraulic pressure supplied from the hydraulic circuit 90, and the first input side clutch plate 21 and the first clutch 20 are moved.
  • the 1 output side clutch plate 22 is brought into contact by pressure contact.
  • the first clutch 20 is engaged, the power of the engine 10 is transmitted to the first input shaft 41.
  • the connection / disconnection of the first clutch 20 is controlled by the control device 50.
  • the first clutch 20 may be a dry single plate clutch.
  • the second clutch 30 is a hydraulically operated wet multi-plate clutch having a plurality of second input side clutch plates 31 and a plurality of second output side clutch plates 32.
  • the second input side clutch plate 31 rotates integrally with the engine output shaft 11.
  • the second output side clutch plate 32 rotates integrally with the second input shaft 42 of the transmission unit 40.
  • the second clutch 30 is urged in the disconnection direction by a return spring (not shown), and the second piston 33 is moved by the clutch operating hydraulic pressure supplied from the hydraulic circuit 90, and the second input side clutch plate 31 and the second clutch 30 are moved.
  • the two output side clutch plates 32 are brought into contact with each other by pressure contact.
  • the connection / disconnection of the second clutch 30 is controlled by the control device 50.
  • the second clutch 30 may be a dry single plate clutch.
  • the first input side clutch plate 21, the second input side clutch plate 31, the first output side clutch plate 22, and the second output side clutch plate 32 are simply referred to as “clutch plates” as necessary.
  • the second clutch 30 is provided on the outer peripheral side of the first clutch 20.
  • the first input shaft 41 is provided with an unillustrated lubricating oil passage including an axial oil passage and one or a plurality of radial oil passages, and the lubricating oil is injected radially from the first input shaft 41.
  • each clutch plate of the first clutch 20 is cooled, and further, each clutch plate of the second clutch 30 is cooled.
  • the lubricating oil that has cooled each clutch plate of the second clutch 30 flows out from the outer diameter side of the second clutch 30 and returns to an oil pan (not shown) provided in the hydraulic circuit 90.
  • the second clutch 30 is provided on the outer peripheral side of the first clutch 20 as an example.
  • the arrangement relationship between the first clutch 20 and the second clutch 30 is described here. It is not limited. Specifically, for example, the second clutch 30 may be disposed on the rear side of the first clutch 20.
  • the transmission unit 40 includes a first input shaft 41 connected to the output side of the first clutch 20 and a second input shaft 42 connected to the output side of the second clutch 30.
  • the transmission unit 40 includes a sub shaft 43 disposed in parallel with the first input shaft 41 and the second input shaft 42, and an output shaft 44 disposed coaxially with the first input shaft 41 and the second input shaft 42.
  • a vehicle speed sensor 103 that detects a vehicle speed V that is the speed of the vehicle 1 is provided on the rear end side of the output shaft 44.
  • the transmission unit 40 includes a first transmission unit 60, a second transmission unit 70, and a forward / reverse switching unit 80.
  • the first transmission unit 60 includes a first high speed gear train 61, a first low speed gear train 62, and a first coupling mechanism 63.
  • the first high-speed gear train 61 is provided so as to mesh with the first input gear 61 a provided so as to be rotatable relative to the first input shaft 41 and the first input gear 61 a and to rotate integrally with the auxiliary shaft 43. And the first auxiliary gear 61b.
  • the first low-speed gear train 62 is provided so as to mesh with the second input gear 62 a provided so as to be rotatable relative to the first input shaft 41 and the second input gear 62 a and to rotate integrally with the auxiliary shaft 43. And a second auxiliary gear 62b.
  • the first coupling mechanism 63 selectively moves the first input gear 61a and the second input gear 62a by moving the first sleeve 63a in the axial direction (left-right direction in FIG. 1) by a gear shift actuator (not shown). 1 Rotate integrally with the input shaft 41.
  • the second transmission unit 70 includes a second high speed gear train 71, a second low speed gear train 72, and a second connection mechanism 73.
  • the second high-speed gear train 71 is provided so as to mesh with the third input gear 71 a and the third input gear 71 a provided so as to be rotatable relative to the second input shaft 42 and to rotate integrally with the auxiliary shaft 43.
  • a third auxiliary gear 71b is provided so as to mesh with the third input gear 71 a and the third input gear 71 a provided so as to be rotatable relative to the second input shaft 42 and to rotate integrally with the auxiliary shaft 43.
  • the second low-speed gear train 72 is provided so as to mesh with the fourth input gear 72 a and the fourth input gear 72 a provided so as to be rotatable relative to the second input shaft 42 and to rotate integrally with the auxiliary shaft 43. And a fourth auxiliary gear 72b.
  • the second coupling mechanism 73 rotates the second sleeve 73a in the axial direction by a gear shift actuator (not shown), thereby rotating the third input gear 71a and the fourth input gear 72a alternatively with the second input shaft 42.
  • the forward / reverse switching unit 80 includes a forward gear train 81, a reverse gear train 82, and a third coupling mechanism 83.
  • the forward gear train 81 meshes with the first output gear 81a provided so as to be rotatable relative to the output shaft 44 and the first output gear 81a, and the fifth sub gear provided so as to rotate integrally with the auxiliary shaft 43. And a gear 81b.
  • the reverse gear train 82 meshes with the second output gear 82a provided so as to be rotatable relative to the output shaft 44, the second output gear 82a and the idler gear 82c, and is provided so as to rotate integrally with the auxiliary shaft 43. And the sixth sub gear 82b.
  • the third connecting mechanism 83 selectively rotates the first output gear 81a and the second output gear 82a integrally with the output shaft 44 by moving the third sleeve 83a in the axial direction by a gear shift actuator (not shown).
  • the first connecting mechanism 63 connects the second input gear 62a and the first input shaft 41
  • the third connecting mechanism 83 connects the first output gear 81a and the output shaft 44
  • the first clutch It is established by touching 20. Thereby, the power of the engine 10 is transmitted from the first clutch 20 in the order of the first input shaft 41, the first low speed gear train 62, the countershaft 43, the forward gear train 81, and the output shaft 44.
  • the second input mechanism 72 connects the fourth input gear 72a and the second input shaft 42
  • the third connection mechanism 83 connects the first output gear 81a and the output shaft 44
  • the second clutch It is established by touching 30. Thereby, the power of the engine 10 is transmitted from the second clutch 30 in the order of the second input shaft 42, the second low speed gear train 72, the auxiliary shaft 43, the forward gear train 81, and the output shaft 44.
  • the first connection mechanism 63 connects the first input gear 61a and the first input shaft 41
  • the third connection mechanism 83 connects the first output gear 81a and the output shaft 44
  • the first clutch It is established by touching 20. Thereby, the power of the engine 10 is transmitted from the first clutch 20 in the order of the first input shaft 41, the first high speed gear train 61, the counter shaft 43, the forward gear train 81, and the output shaft 44.
  • the third input gear 71a and the second input shaft 42 are connected by the second connecting mechanism 73, the first output gear 81a and the output shaft 44 are connected by the third connecting mechanism 83, and the second clutch It is established by touching 30.
  • the power of the engine 10 is transmitted from the second clutch 30 in the order of the second input shaft 42, the second high speed gear train 71, the countershaft 43, the forward gear train 81, and the output shaft 44.
  • the control device 50 includes a CPU 51, a memory 52, and an interface (not shown) that is connected to various sensors and devices to exchange signals.
  • the CPU 51 controls the engine 10 by executing a program stored in the memory 52 and also controls the DCT 2 through the control of the hydraulic circuit 90. Specifically, the CPU 51 executes a program stored in the memory 52, thereby, as shown in FIG. 2, a shift condition establishment determination unit 53, a required acceleration determination unit 54, a vehicle acceleration determination unit 55, and an execution unit. 56 functions.
  • the shift condition establishment determination unit 53 determines whether an upshift or downshift transmission condition is established based on the accelerator opening Acc, the vehicle speed V, the shift map stored in the memory 52, and the like.
  • the requested acceleration determination unit 54 determines whether or not the requested acceleration that is the acceleration of the vehicle 1 requested by the driver is larger than the switching acceleration that is a predetermined reference value.
  • the required acceleration can be obtained by a known method based on the accelerator opening Acc, the vehicle speed V, and the like.
  • the switching acceleration is determined based on the experiment, how the vehicle 1 is used, the vehicle type, and the like, and is stored in the memory 52.
  • the vehicle acceleration determination unit 55 determines whether or not the vehicle acceleration that is the acceleration in the traveling direction of the vehicle 1 exceeds zero.
  • the execution unit 56 connects and disconnects the first clutch 20 and the second clutch 30 via the hydraulic circuit 90, and moves the first sleeve 63a, the second sleeve 73a, and the third sleeve 83a. By doing so, the execution unit 56 performs an upshift or a downshift at any one of the normal shift and the protective shift.
  • the normal shift means that the output torque of the DCT 2 is not reduced by a predetermined amount from the value at the start of the shift, and the clutch changing process of the two clutches and the rotation speed of one of the first input shaft 41 and the second input shaft 42 are used. This is a shift in which the process of shifting the engine speed to the other speed is performed.
  • the protective shift is a process of changing the engine speed from one rotational speed of the first input shaft 41 and the second input shaft 42 to the other rotational speed, and a process of changing the engine speed of the DCT 2.
  • the first protective shift is a process of changing the engine speed from one rotation speed of the first input shaft 41 and the second input shaft 42 to the other rotation speed.
  • the shift is performed in a state where the output torque is reduced by a predetermined amount from the value at the start of the shift.
  • the second protective shift is a process of changing the engine speed from one rotational speed of the first input shaft 41 and the second input shaft 42 to the other rotational speed. Is a shift performed in a state where the output torque of the DCT 2 is reduced within a range where the speed does not decelerate.
  • control device 50 any one or more of the functional units described above are other control devices different from the control device 50. It may be realized by.
  • the control device 50 may be configured to function as the requested acceleration determination unit 54 and the execution unit 56.
  • any one of the functional units described above may be configured to also function as another functional unit.
  • the required acceleration determination unit 54 determines whether the required acceleration is greater than the switching acceleration (S2).
  • the normal shift is executed by the executing unit 56 (S3).
  • the shift control is finished.
  • the execution unit 56 executes the first protective shift (S4).
  • the vehicle acceleration determination unit 55 determines whether the vehicle acceleration exceeds 0 (S5). When vehicle acceleration determination unit 55 determines that the vehicle acceleration exceeds 0 (YES in S5), that is, vehicle 1 is accelerating, until execution unit 56 determines that the first protective shift has ended ( While it is determined NO in S6), the first protective shift by the execution unit 56 is continued. If execution unit 56 determines that the first protective shift has ended (YES in S6), the shift control ends.
  • the vehicle acceleration determination unit 55 determines that the vehicle acceleration is 0 or less (NO in S5), that is, the vehicle 1 is traveling at a constant speed or decelerating. Then, the execution unit 56 executes the second protective shift instead of the first protective shift (S7). When the second protective shift is finished, the shift control is finished.
  • each shift executed by the execution unit 56 will be described in detail with reference to a time chart showing the flow of the shift.
  • the normal shift will be described with reference to FIG.
  • a case where an upshift from the third speed to the fourth speed is performed will be described as an example.
  • the execution unit 56 reduces the torque capacity (transmittable torque) of the first clutch 20 to the engine torque. At this time, the engine torque matches the driver request engine torque.
  • the execution unit 56 gradually increases the torque capacity of the second clutch 30 while gradually decreasing the torque capacity of the first clutch 20. That is, the clutch is changed.
  • the first clutch system output torque which is the torque transmitted to the output shaft 44 via the first clutch 20 and the first transmission 60
  • the second clutch system output torque which is the torque transmitted to the output shaft 44 via the second clutch 30 and the second transmission unit 70
  • the transmission output torque (output torque of DCT2), which is the torque output from the output shaft 44, is the sum of the first clutch system output torque and the second clutch system output torque.
  • the execution unit 56 controls the torque capacity of each clutch so that the transmission output torque matches the driver-requested output torque before and after gripping.
  • the execution unit 56 performs control as follows. In other words, as shown in the middle chart, the execution unit 56 maintains the torque capacity of the second clutch 30 at the same value as the engine torque when the clutch has been changed, for a predetermined time. Reduce the torque by a predetermined amount. As a result, as shown in the upper chart, the engine speed changes from the speed of the first input shaft 41 to the speed of the second input shaft 42. When the engine rotational speed matches the rotational speed of the second input shaft 42, no slip occurs in any of the clutches.
  • the execution unit 56 increases the torque capacity of the second clutch 30 by a predetermined amount so that slip does not occur, as shown in the middle chart. Thereby, the fourth speed is achieved and the normal shift is completed.
  • FIG. 5 shows a time chart when the downshift from the 3rd speed to the 2nd speed is performed at a normal shift.
  • downshifting a process of changing the engine speed from the rotation speed of the second input shaft 42 to the rotation speed of the first input shaft 41 is performed, and subsequently, a clutch re-holding process is performed.
  • the transmission output torque matches the driver requested output torque during the normal shift. Therefore, it is unlikely that the driver will feel uncomfortable during the shift.
  • the energy absorbed by each clutch when slipping occurs also becomes relatively large, so that the temperature of each clutch tends to increase.
  • the execution unit 56 reduces the transmission output torque from the driver requested output torque to a predetermined output torque. Specifically, the execution unit 56 reduces the engine torque to a predetermined value, and reduces the torque capacity of the first clutch 20 that is an engaged clutch to the predetermined value.
  • the predetermined output torque is determined in advance based on the experimental results, how the vehicle 1 is used, the vehicle type, and the like. Further, it can be determined based on the difference between the temperature at the start of shifting of the clutch engaged by re-squeezing or the estimated temperature at the completion of shifting of the clutch and a predetermined threshold.
  • the predetermined output torque is preferably zero acceleration output torque, which is a torque capable of maintaining the vehicle speed when the first protective shift is started, or a torque larger than that.
  • the execution unit 56 reduces the transmission output torque, the vehicle 1 can travel without decelerating. For example, the vehicle 1 can continue traveling without stalling even when a protective shift is performed while traveling on an uphill road.
  • the zero acceleration output torque can be obtained from the following formula 1.
  • Equation 1 T 0acc0 is the zero acceleration output torque, r w is the tire radius, if is the final gear ratio, F aero with the symbol ⁇ is the estimated air resistance, F roll with the symbol ⁇ is the estimated rolling resistance, and g is the gravity Acceleration, symbol “m” is the vehicle weight, and symbol “ ⁇ ” is the gradient estimated value.
  • Equation 1 Each parameter in the right side of Equation 1 is determined in advance or can be obtained by a method known at the time of filing this application. Therefore, detailed description is omitted.
  • the transmission output torque from the driver requested output torque is reduced to the predetermined output torque so as not to give the driver a sense of incongruity. That is, the reduction of the transmission output torque prior to the change of the two clutches is performed at such a changing speed that the jerk of the vehicle 1 during the reduction does not become a value that makes the driver feel uncomfortable.
  • the execution unit 56 reduces the transmission output torque so as to satisfy the following Expression 2.
  • the jerk referred to here is a front jerk that is a jerk in the traveling direction of the vehicle 1.
  • Equation 2 the symbol “ ⁇ ” means first-order time differentiation, and the symbol “ ⁇ ” means second-order time differentiation.
  • T oi is a transmission output torque. Therefore, the first-order time differential value of Toi means the changing speed of the transmission output torque. Further, v x is the forward speed of the vehicle 1. Therefore, the second-order time differential value means the forward jerk of the vehicle 1.
  • Other symbols are the same as those in Equation 1.
  • the execution unit 56 gradually increases the torque capacity of the second clutch 30 while gradually decreasing the torque capacity of the first clutch 20. That is, the clutch is changed.
  • this process is referred to as a “grabbing / replacement process” as necessary.
  • the first clutch system output torque which is the torque transmitted to the output shaft 44 via the first clutch 20 and the first transmission 60
  • the second clutch system output torque which is the torque transmitted to the output shaft 44 via the second clutch 30 and the second transmission unit 70
  • the transmission output torque which is the torque output from the output shaft 44
  • the execution unit 56 increases the torque capacity of each clutch while maintaining a state in which the transmission output torque is less than the driver request output torque and greater than or equal to the zero acceleration output torque before and after gripping. Control.
  • the execution unit 56 controls the torque capacity of the second clutch 30 as follows. That is, the execution unit 56 maintains the torque capacity of the second clutch 30 for a predetermined time at the engine torque when the clutch has been changed, and reduces the engine torque by a predetermined amount. As a result, the engine speed changes from the speed of the first input shaft 41 to the speed of the second input shaft 42.
  • this process is referred to as an “engine speed transition process” as necessary.
  • the engine rotational speed matches the rotational speed of the second input shaft 42, no slip occurs in any of the clutches.
  • the execution unit 56 restores the transmission output torque to the driver requested output torque as shown in the upper chart. Specifically, the execution unit 56 increases the torque capacity of the second clutch 30 to be equal to the torque capacity of the first clutch 20 before the start of shifting, and recovers the engine torque to the driver request engine torque. Thus, the fourth speed is achieved and the first protective shift is completed.
  • the execution unit 56 switches the shift to be performed from the first protective shift to the second protective shift.
  • the shift executed at t x is switched from the first protective shift to the second protective shift.
  • the execution unit 56 controls the torque capacities of the first clutch 20 and the second clutch 30 so that the transmission output torque does not fall below the zero acceleration output torque. Other control contents are the same as those in the first protective shift.
  • FIG. 7 shows a time chart when the downshift from the third speed to the second speed is performed in the first protective shift or the second protective shift.
  • an engine speed transition process is performed, followed by a clutch re-holding process.
  • the first clutch 20 and the second clutch 30 are slipping in the grip changing process.
  • the second clutch 30 or the first clutch 20 is slipping.
  • the torque capacity of each clutch is reduced while these steps are being performed when the first protective shift or the second protective shift is performed, compared to when the normal shift is performed. Therefore, the energy absorbed by each clutch is reduced, and the amount of heat generated in each clutch is reduced. That is, excessive heat generation in each clutch can be prevented by performing the first protective shift or the second protective shift.
  • the grip change process and the engine speed transition process are performed in a state where the transmission output torque that is the output torque of the DCT 2 is reduced, the amount of heat generated in each clutch can be more reliably reduced.
  • FIG. 8 shows a time chart when the control by the control device 50 is performed.
  • the upper chart in FIG. 8 shows an acceleration chart, and the lower chart shows an output torque chart.
  • the vehicle 1 is traveling at the first speed. Further, at time t 1, the accelerator is depressed further. Accordingly, the driver requested output torque increases (see the lower chart), and the requested acceleration that is the vehicle acceleration requested by the driver and the vehicle acceleration that is the acceleration in the traveling direction of the vehicle 1 increase (see the upper chart).
  • the controller 50 performs an upshift from the first speed to the second speed.
  • the required acceleration exceeds the switching acceleration. Therefore, the normal shift is executed.
  • the up-shift to at time t 3 1 speed to the second speed is completed.
  • the controller 50 performs an upshift from the second speed to the third speed.
  • the required acceleration is lower than the switching acceleration. Therefore, the first protective shift is executed.
  • the transmission output torque does not become equal to or less than the zero acceleration output torque (see the lower chart). Therefore, there is no transition from the first protective shift to the second protective shift.
  • the up-shift to at time t 5 2 speed to the third speed is completed.
  • the controller 50 performs an upshift from the third speed to the fourth speed. At this time, as shown in the upper chart, the required acceleration exceeds the switching acceleration. Therefore, the normal shift is executed. In addition, the up-shift to at time t 8 3 speed to the fourth speed is ended.
  • the vehicle 1 enters the uphill road. That is, the gradient estimated value increases rapidly. Therefore, as understood from Equation 1, the zero acceleration output torque increases rapidly (see the lower chart). Further, the vehicle acceleration decreases rapidly. Further, since the accelerator is not stepped on, the driver's required acceleration decreases rapidly with the vehicle acceleration (see the upper chart).
  • the control unit 50 executes the downshift from 4th speed to 3rd speed. At this time, as shown in the upper chart, the required acceleration is lower than the switching acceleration. Therefore, the first protective shift is executed.
  • the vehicle acceleration is zero.
  • the controller 50 switches the control to be executed from the first protective gear to the second protective gear.
  • the transmission output torque is set to zero acceleration output torque as shown in the lower chart. Therefore, the vehicle acceleration is maintained at 0. That is, the vehicle 1 can continue traveling without stalling.
  • the downshift from 4th speed to 3rd speed is completed. Thereafter, the vehicle 1 travels at a constant speed, that is, with the vehicle acceleration being zero.
  • the requested acceleration is equal to or lower than the switching acceleration, that is, if the driver does not have the intention to accelerate the vehicle 1 or if the intention is small, the first protective shift or the first protective shift in which the transmission output torque is reduced. 2 Protection shift is performed. Therefore, according to the control device 50 of the automatic transmission according to the present embodiment, the frictional heat generated by the two clutches can be reduced, and the durability of the two clutches can be improved.
  • the shift to be executed is switched to the second protective shift. Therefore, it is possible to reliably prevent the vehicle 1 from stalling during the execution of shifting.
  • control device 50 of the automatic transmission it is possible to perform a shift that balances drivability and protection of the frictional engagement elements.
  • the automatic transmission may be a DCT that has a larger number of gear trains and can shift gears in multiple stages, a clutch that stops the relative rotation of the elements constituting the planetary gear, and the rotation of the elements.
  • An automatic transmission including a brake to be operated may be used.
  • an automatic transmission control device capable of preventing a decrease in drivability while preventing excessive heat generation of a frictional engagement element when the frictional engagement element is replaced. Can do. Therefore, the industrial applicability is great.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Transmission Device (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un dispositif de commande pour une transmission automatique. Le dispositif de commande peut effectuer une commande de changement de vitesse qui, lorsque des éléments de mise en prise par frottement sont commutés, peut empêcher une réduction de la manœuvrabilité tout en empêchant également une chaleur excessive d'être générée au niveau des éléments de mise en prise par frottement. Un dispositif de commande pour une transmission automatique de véhicule qui change de vitesse en association avec la commutation d'une pluralité d'éléments de mise en prise par frottement, le dispositif de commande comprenant : une unité de détermination d'accélération demandée qui détermine si l'accélération de véhicule demandée par un conducteur au début du changement de vitesse est inférieure ou égale à une valeur de seuil prédéfinie ; et une unité d'exécution qui, lorsque l'unité de détermination d'accélération demandée a déterminé que ladite accélération de véhicule est inférieure ou égale à la valeur de seuil, exécute un changement de vitesse de protection dans lequel le couple de sortie de la transmission automatique est réduit avant que la pluralité d'éléments de frottement ne soit commutée.
PCT/JP2018/019230 2017-05-19 2018-05-18 Dispositif de commande pour transmission automatique WO2018212314A1 (fr)

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CN201880029257.6A CN110832230B (zh) 2017-05-19 2018-05-18 自动变速器的控制装置

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JP2017099987A JP6932991B2 (ja) 2017-05-19 2017-05-19 自動変速機の制御装置

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Publication number Priority date Publication date Assignee Title
WO2020079893A1 (fr) 2018-10-15 2020-04-23 住友電工ハードメタル株式会社 Outil de coupe

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004308841A (ja) * 2003-04-09 2004-11-04 Nissan Motor Co Ltd 多段式自動変速機の変速制御装置
JP2009127793A (ja) * 2007-11-27 2009-06-11 Nissan Motor Co Ltd 車両の駆動力制御装置
JP2012107706A (ja) * 2010-11-17 2012-06-07 Daimler Ag 変速制御装置

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8600633B2 (en) * 2010-07-29 2013-12-03 GM Global Technology Operations LLC Gear preselect systems for a dual clutch transmission
JP5822615B2 (ja) * 2011-09-20 2015-11-24 アイシン・エーアイ株式会社 自動クラッチ制御装置およびその変速制御方法

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004308841A (ja) * 2003-04-09 2004-11-04 Nissan Motor Co Ltd 多段式自動変速機の変速制御装置
JP2009127793A (ja) * 2007-11-27 2009-06-11 Nissan Motor Co Ltd 車両の駆動力制御装置
JP2012107706A (ja) * 2010-11-17 2012-06-07 Daimler Ag 変速制御装置

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CN110832230A (zh) 2020-02-21
CN110832230B (zh) 2021-05-28
JP6932991B2 (ja) 2021-09-08
JP2018194133A (ja) 2018-12-06

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