WO2018212325A1 - Dispositif permettant de commander une boîte de vitesses automatique - Google Patents

Dispositif permettant de commander une boîte de vitesses automatique Download PDF

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Publication number
WO2018212325A1
WO2018212325A1 PCT/JP2018/019298 JP2018019298W WO2018212325A1 WO 2018212325 A1 WO2018212325 A1 WO 2018212325A1 JP 2018019298 W JP2018019298 W JP 2018019298W WO 2018212325 A1 WO2018212325 A1 WO 2018212325A1
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WIPO (PCT)
Prior art keywords
clutch
torque
temperature
torque capacity
gear
Prior art date
Application number
PCT/JP2018/019298
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English (en)
Japanese (ja)
Inventor
真矢 松下
智啓 下沢
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 CN201880029562.5A priority Critical patent/CN110799780B/zh
Publication of WO2018212325A1 publication Critical patent/WO2018212325A1/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
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • 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
    • F16H61/688—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 two inputs, e.g. selection of one of two torque-flow paths by clutches

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 an automatic shift capable of performing a shift control capable of preventing a decrease in drivability while preventing excessive heat generation of the frictional engagement element when the frictional engagement element is changed. It is to provide a control device for the machine.
  • a transmission control device includes a temperature estimation unit that estimates a temperature at the end of a shift of a friction engagement element that is fastened when the grip is changed, and the grip of the friction engagement element that is released when the grip is changed.
  • a torque capacity setting unit that sets a target value of torque capacity at the start of replacement based on the temperature, and torque that reduces the torque capacity of the frictional engagement element that is released prior to the start of gripping to the target value A capacity reduction unit.
  • 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 map showing the relationship between the clutch energy absorption and the estimated value of the clutch temperature at the end of shifting.
  • FIG. 5 is a time chart when the upshift is performed by the normal shift.
  • FIG. 6 is a time chart when the upshift is performed by the protective shift.
  • FIG. 7 is a map showing the relationship between the clutch torque reduction amount and the margin.
  • FIG. 8 is a time chart when the downshift is performed by the normal shift.
  • FIG. 9 is a time chart when the downshift is performed by the protective shift.
  • 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 temperature estimation unit 54, a temperature comparison unit 55, and a torque capacity setting unit. 56, functions as a torque capacity reduction unit 57 and an execution unit 58.
  • the shift condition establishment determination unit 53 determines whether or not the shift condition is satisfied based on the accelerator opening Acc, the vehicle speed V, the shift map stored in the memory 52, and the like.
  • the temperature estimator 54 estimates the temperature at the end of the shift of the clutch that is fastened by changing the clutch at the time of the shift among the first clutch 20 and the second clutch 30 (a plurality of frictional engagement elements).
  • the temperature comparison unit 55 compares the temperature estimated by the temperature estimation unit 54 with the reference temperature stored in the memory 52.
  • the torque capacity setting unit 56 is a temperature estimated by the temperature estimation unit 54 as a target value of the torque capacity at the start of clutch re-engagement of the first clutch 20 and the second clutch 30 that is released by re-clutch at the time of shifting. Set based on.
  • the torque capacity reduction unit 57 sets the torque capacity of the clutch released by the grip change at the time of shifting among the first clutch 20 and the second clutch 30 prior to the start of the grip change, set by the torque capacity setting unit 56. Reduce to value.
  • the execution unit 58 performs an upshift by performing connection / disconnection of the first clutch 20, connection / disconnection of the second clutch 30, and movement of the first sleeve 63 a, the second sleeve 73 a, and the third sleeve 83 a via the hydraulic circuit 90. Or, a downshift is performed.
  • control device 50 may be configured to function as the temperature estimation unit 54, the torque capacity setting unit 56, and the torque capacity reduction unit 57.
  • control device 50 may be configured to function as the temperature estimation unit 54, the torque capacity setting unit 56, and the torque capacity reduction unit 57.
  • any one of the functional units described above may be configured to also function as another functional unit.
  • a shift that is performed after the torque capacity of the clutch released by the reshuffling is reduced to the target value set by the torque capacity setting unit 56 before starting the reshuffling is described as a “protective shift” as necessary.
  • a gear shift that is performed without reducing the torque capacity of the clutch that is released by the grip change at the time of the shift to the target value set by the torque capacity setting unit 56 may be performed as necessary.
  • the shift condition satisfaction determining unit 53 determines whether or not the shift condition is satisfied (S1). Whether or not the speed change condition is satisfied is determined based on the accelerator opening degree Acc, the vehicle speed V, the speed change map, and the like. While it is determined that the speed change condition is not satisfied (NO in S1), the determination as to whether the speed change condition is satisfied is repeated until it is determined that the speed change condition is satisfied (YES in S1).
  • the temperature estimation unit 54 calculates an estimated value T EST_C2 of the temperature at the end of the speed change of the second clutch 30 (S2). Estimated value T EST_C2 is calculated based on Equation 1 below.
  • T 0ATF is the lubricating oil temperature around the second clutch 30 at the start of shifting
  • C C2 is the specific heat of the friction material of the second clutch
  • K C2 is the heat transfer coefficient of the sliding surface of the second clutch
  • t 0 is the shift start time
  • transmission end time symbol ⁇ w t e is estimated
  • the engine speed torque capacity of the second clutch 30 to the symbol ⁇ with tau C2 is estimated
  • the symbol ⁇ c2 with the symbol ⁇ is the estimated rotational speed of the second input shaft 42
  • ⁇ C2 is the effective lubricating oil flow coefficient
  • f c2 (t) is the amount of heat released from the second clutch 30.
  • 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 estimated value T EST_C2 is information (for example, a map or a table) indicating the relationship between the absorbed energy E C2 of the second clutch 30 during the shift and the estimated value T EST_C2 of the temperature at the end of the shift of the second clutch 30 at the end of the shift. It is also possible to obtain by referring to). This information is obtained experimentally in advance and stored in the memory 52. FIG. 4 shows a map that is an example of the information.
  • the clutch absorption energy E C2 can be calculated based on the following formula 2.
  • the temperature comparison unit 55 compares the estimated value T EST_C2 with an allowable temperature T max (reference temperature) at which the second clutch 30 is not damaged (S3).
  • the allowable temperature T max is predetermined and stored in the memory 52.
  • a protective shift is executed (S4).
  • estimated value T EST_C2 is equal to or lower than allowable temperature T max (NO in S3), a normal shift is executed (S5).
  • the execution unit 58 or the torque capacity reduction unit 57 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 58 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 58 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 58 performs control as follows. In other words, as shown in the middle chart, the execution unit 58 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 58 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.
  • the transmission output torque matches the driver request output torque during normal gear shifting. Therefore, it is unlikely that the driver will feel uncomfortable during the shift.
  • the energy absorbed by each clutch at the time of grip change also becomes relatively large, so the temperature of each clutch tends to increase.
  • the protective shift will be described with reference to FIG. 6 showing a time chart of the protective shift.
  • the torque capacity setting unit 56 sets the target value of the torque capacity before the first clutch 20 is changed based on the temperature estimated by the temperature estimation unit 54. Note that how the target value is set will be described in detail later.
  • the torque capacity reducing unit 57 reduces the transmission output torque from the driver requested output torque to a predetermined output torque. Specifically, as shown in the middle chart, the torque capacity reduction unit 57 reduces the torque capacity of the first clutch 20, which is the engaged clutch, to the target value while reducing the engine torque to a predetermined value.
  • the execution unit 58 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. During this time, the sum of the torque capacities of the clutches is the target value set by the torque capacity setting unit.
  • 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, is the sum of the first clutch system output torque and the second clutch system output torque.
  • the execution unit 58 performs control as follows. That is, as shown in the middle chart, the execution unit 58 maintains the torque capacity of the second clutch 30 at the target value set by the torque capacity setting unit for a predetermined time, and reduces the engine 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 58 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. Further, the engine torque is recovered to the driver request engine torque. Thereby, the fourth speed is achieved and the protective shift is completed.
  • the first clutch 20 and the second clutch 30 are slipping in the grip changing process of the first clutch 20 and the second clutch 30. Further, the second clutch 30 is slipping during the engine speed transition process.
  • the sum of the torque capacities of the two clutches that is, the sum of the absorbed energy of the two clutches
  • the amount of heat generated in each clutch is smaller than that during normal gear shifting. Therefore, excessive heat generation in each clutch can be prevented by performing the protective shift.
  • the clutch gripping process and the engine speed transition process are performed while the transmission output torque, which is the output torque of the DCT 2, is reduced, the amount of heat generated in each clutch can be reduced more reliably.
  • the total value of the torque capacities of the two clutches is set as the target value set by the torque capacity setting unit 56 through the grip changing process and the engine speed transition process.
  • This target value is set based on the temperature at the completion of the shift of the second clutch 30 estimated by the temperature estimation unit 54. Therefore, it is reliably prevented that the second clutch 30, which is the clutch to be engaged, exceeds the allowable temperature.
  • the target value is set based on the temperature at the completion of the shift of the second clutch 30 estimated by the temperature estimation unit 54, it is not an excessively small value. Therefore, it is possible to prevent the transmission output torque from becoming excessively small at the time of shifting and giving the driver a sense of incongruity. That is, it is possible to prevent a decrease in drivability.
  • the target value is set as a value obtained by reducing a predetermined amount of torque from the engine torque with reference to the engine torque at the start of the shift.
  • the torque capacity setting unit 56 is a margin that is a difference between the allowable temperature T max of the second clutch 30 and the temperature T EST_C2 at the completion of the shift of the second clutch 30 estimated by the temperature estimation unit. Calculate (T max ⁇ T EST — C2 ).
  • the torque capacity setting unit 56 refers to information (for example, a map or a table) indicating the relationship between the clutch torque reduction amount (protection amount) and the margin, and sets the clutch torque reduction amount.
  • the information is stored in the memory 52 in advance, and is a map as shown in FIG. 7, for example.
  • the clutch torque reduction amount is preferably a monotonically decreasing amount with respect to the margin, that is, a monotonically non-decreasing amount (monotonically increasing or unchanged) with respect to the estimated temperature. By doing so, the clutch torque reduction amount tends to increase as the estimated temperature increases, and a necessary and sufficient clutch torque reduction amount can be obtained with respect to the estimated temperature.
  • the map shown in FIG. 7 indicates that when the margin is reduced to some extent, the protection amount reaches the maximum value (100% protection state), and the second clutch 30 is disengaged.
  • the torque capacity setting unit 56 subtracts the clutch torque reduction amount from the engine torque at the start of shifting, and sets the obtained value as a target value for the torque capacity of the first clutch 20 at the start of gripping.
  • the target value of the torque capacity of the first clutch 20 at the start of gripping change is set as a value obtained by reducing a predetermined amount of torque from the engine torque with reference to the engine torque at the start of shifting. Therefore, an appropriate target value can be set easily. It should be noted that a reference value may be determined in advance based on an experimental result or the like instead of the engine torque at the start of shifting, and the target value may be set by reducing a predetermined amount of torque from the reference value.
  • FIG. 8 is a time chart when the downshift from the third speed to the second speed is executed by the normal shift.
  • FIG. 9 is a time chart when the downshift from the third speed to the second speed is executed by the protective shift.
  • the total capacity value is a target value set by the torque capacity setting unit 56.
  • This target value is set based on the temperature at the completion of the shift of the second clutch 30 estimated by the temperature estimation unit 54. Therefore, it is reliably prevented that the second clutch 30, which is the clutch to be engaged, exceeds the allowable temperature.
  • the target value is set based on the temperature at the completion of the shift of the second clutch 30 estimated by the temperature estimation unit 54, it is not an excessively small value. Therefore, it is possible to prevent the transmission output torque from becoming excessively small at the time of shifting and giving the driver a sense of incongruity.
  • the automatic transmission may be a DCT having a larger number of gear trains and capable of shifting in more stages, a clutch for stopping relative rotation between elements constituting the planetary gear, and rotation of the elements being stopped.
  • 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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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
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Abstract

L'invention concerne un dispositif permettant de commander une boîte de vitesses automatique. Le dispositif peut réaliser une commande de boîte de vitesses pouvant empêcher une diminution de la maniabilité tout en empêchant une génération de chaleur excessive dans un élément de fixation par frottement lorsqu'une prise de l'élément de fixation par frottement est modifiée. Le dispositif permettant de commander une boîte de vitesses automatique comprend : une unité d'estimation de température qui estime la température à la fin d'un changement de vitesse d'un élément de fixation par frottement fixé pendant un changement de prise ; une unité de réglage de capacité de couple qui, sur la base de la température, définit une valeur cible de la capacité de couple au début du changement de prise de l'élément de fixation par frottement libéré pendant le changement de prise ; et une unité de réduction de capacité de couple qui, avant le début du changement de prise, réduit la capacité de couple de l'élément de fixation par frottement libéré à la valeur cible.
PCT/JP2018/019298 2017-05-19 2018-05-18 Dispositif permettant de commander une boîte de vitesses automatique WO2018212325A1 (fr)

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Application Number Priority Date Filing Date Title
CN201880029562.5A CN110799780B (zh) 2017-05-19 2018-05-18 自动变速器的控制装置

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JP2017-099977 2017-05-19
JP2017099977A JP6897308B2 (ja) 2017-05-19 2017-05-19 自動変速機の制御装置

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Citations (2)

* Cited by examiner, † Cited by third party
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