WO2020183818A1 - Transmission automatique et procédé de détermination d'emplacement d'une vibration dans une transmission automatique - Google Patents

Transmission automatique et procédé de détermination d'emplacement d'une vibration dans une transmission automatique Download PDF

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Publication number
WO2020183818A1
WO2020183818A1 PCT/JP2019/047898 JP2019047898W WO2020183818A1 WO 2020183818 A1 WO2020183818 A1 WO 2020183818A1 JP 2019047898 W JP2019047898 W JP 2019047898W WO 2020183818 A1 WO2020183818 A1 WO 2020183818A1
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WO
WIPO (PCT)
Prior art keywords
vibration
frequency region
automatic transmission
transmission mechanism
rotation speed
Prior art date
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PCT/JP2019/047898
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English (en)
Japanese (ja)
Inventor
保幸 橋本
幸司 古口
憲司 菱田
真琴 小松
野田　英之
大樹 宝藤
祥吾 増渕
典子 宮本
瞳 中野
匡史 諏訪部
Original Assignee
ジヤトコ株式会社
日産自動車株式会社
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.)
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Application filed by ジヤトコ株式会社, 日産自動車株式会社 filed Critical ジヤトコ株式会社
Priority to JP2021505514A priority Critical patent/JP7223115B2/ja
Publication of WO2020183818A1 publication Critical patent/WO2020183818A1/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
    • 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
    • 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
    • F16H59/68—Inputs being a function of gearing status
    • 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
    • F16H61/66—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 continuously variable gearings
    • F16H61/662—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 continuously variable gearings with endless flexible members

Definitions

  • the present invention relates to an automatic transmission and a method for determining a vibration location in an automatic transmission.
  • JP2017-78474A discloses an automatic transmission in which a torque converter, a variator, and a stepped transmission mechanism having at least two gear ratios are provided in series between a drive source for traveling and a drive wheel. Has been done.
  • vibration may occur due to aging deterioration of friction fastening elements and oil.
  • the friction fastening element and the oil must be replaced, but it takes time to identify the location where the vibration occurs.
  • the present invention has been made in view of such technical problems, and an object of the present invention is to provide an automatic transmission capable of easily identifying a location where vibration occurs.
  • An automatic transmission includes a torque converter provided on a power transmission path between a drive source and a drive wheel, and a stepless speed change mechanism provided downstream in the power transmission path of the torque converter.
  • a stepped speed change mechanism provided downstream in the power transmission path of the stepless speed change mechanism, a rotation speed detector for detecting the rotation speed on the output shaft side of the stepless speed change mechanism, a torque converter, a stepless speed change mechanism, and A control device for controlling the operation of the stepped speed change mechanism is provided, and the control device calculates the vibration level in a predetermined frequency region in the vibration component of the rotation speed based on the rotation speed detected by the rotation speed detector. It is provided with a calculation unit for performing calculation and a determination unit for determining a location where vibration occurs based on the vibration level in a predetermined frequency region calculated by the calculation unit.
  • the method for determining the vibration location in the automatic transmission includes a torque converter provided on the power transmission path between the drive source and the drive wheels, and a torque converter downstream of the power transmission path.
  • a method for determining a vibration location in an automatic transmission including the stepless speed change mechanism and a control device for controlling the operation of the stepped speed change mechanism, and the rotation speed is based on the rotation speed detected by the rotation speed detector.
  • the vibration level in a predetermined frequency region in the vibration component of the rotation speed is calculated, and the location where the vibration occurs is determined based on the calculated vibration level in the predetermined frequency region.
  • the location where vibration occurs in the automatic transmission can be easily identified.
  • FIG. 1 is a diagram showing a main part of the vehicle 100.
  • the vehicle 100 includes an engine 1, an automatic transmission T / M, an axle portion 4, and drive wheels 5.
  • Engine 1 is an internal combustion engine that uses gasoline, light oil, etc. as fuel, and functions as a driving source for traveling.
  • the engine 1 is controlled in rotation speed, torque, etc. based on a command from an ECU (not shown).
  • the automatic transmission T / M includes a torque converter 2 provided on the power transmission path between the engine 1 and the drive wheels 5, and an automatic transmission mechanism unit 3 provided downstream in the power transmission path of the torque converter 2.
  • a controller 10 as a control device for controlling the operation of the torque converter 2 and the automatic transmission mechanism unit 3, a hydraulic control device 50, and an oil pump 6 are provided.
  • the torque converter 2 transmits power via a fluid.
  • the power transmission efficiency can be improved by engaging the lockup clutch 2a.
  • the automatic transmission mechanism unit 3 outputs the input rotation speed at a rotation speed according to the gear ratio based on the command from the controller 10.
  • the automatic transmission mechanism unit 3 includes a variator 20 as a continuously variable transmission mechanism provided downstream in the power transmission path of the torque converter 2 and an auxiliary transmission as a stepped transmission mechanism provided downstream in the power transmission path of the variator 20.
  • the mechanism 30 is provided.
  • the axle portion 4 includes a reduction gear, a differential device, and a drive axle.
  • the power of the engine 1 is transmitted to the drive wheels 5 via a power transmission path composed of a torque converter 2, a variator 20, an auxiliary transmission mechanism 30, and an axle portion 4.
  • the PRI pulley 21 has a fixed pulley 21a, a movable pulley 21b, and a PRI oil chamber 21c.
  • the PRI pressure controlled by the hydraulic control device 50 is supplied to the PRI oil chamber 21c through the passage 51.
  • the movable pulley 21b operates, and the groove width of the PRI pulley 21 is changed according to the PRI pressure.
  • the SEC pulley 22 has a fixed pulley 22a, a movable pulley 22b, and an SEC oil chamber 22c.
  • the SEC pressure controlled by the hydraulic control device 50 is supplied to the SEC oil chamber 22c through the passage 51.
  • the movable pulley 22b operates, and the groove width of the SEC pulley 22 is changed according to the SEC pressure.
  • the belt 23 is wound between the PRI pulley 21 and the SEC pulley 22.
  • the belt 23 is formed by a V-shaped sheave surface formed by the fixed pulley 21a and the movable pulley 21b of the PRI pulley 21, and the fixed pulley 22a and the movable pulley 22b of the SEC pulley 22. It is wrapped around a V-shaped sheave surface.
  • the support of the belt 23 is secured by the belt holding force, which is the hydraulic support force generated by the PRI pressure and the SEC pressure supplied to the PRI oil chamber 21c and the SEC oil chamber 22c.
  • the auxiliary transmission mechanism 30 has two forward speeds and one reverse speed.
  • the auxiliary transmission mechanism 30 has a first speed and a second speed having a gear ratio smaller than that of the first speed as a forward speed change stage.
  • the auxiliary transmission mechanism 30 is provided in series with the output side (downstream side in the power transmission path) of the variator 20.
  • the auxiliary transmission mechanism 30 includes a Low brake 31 as a first friction fastening element, a High clutch 32 as a second friction fastening element, and a reverse brake 33 as a third friction fastening element.
  • the Low brake 31, the High clutch 32, and the reverse brake 33 are hydraulic clutches whose transmitted torque capacities are controlled by the supplied hydraulic pressure and can be engaged and released.
  • the gear shift of the auxiliary transmission mechanism 30 becomes the first gear.
  • the gear shift of the auxiliary transmission mechanism 30 becomes the second gear with a smaller gear ratio than the first gear.
  • the shift stage of the auxiliary transmission mechanism 30 becomes the reverse gear. Further, when the Low brake 31, the High clutch 32, and the reverse brake 33 are released, the auxiliary transmission mechanism 30 is in the power cutoff state, and the automatic transmission mechanism unit 3 is in the neutral state.
  • the oil pump 6 is driven by transmitting the rotation of the engine 1 via a belt (not shown), and discharges the hydraulic oil sucked from the tank.
  • the hydraulic oil discharged from the oil pump 6 is supplied to the torque converter 2 (lockup clutch 2a), the variator 20, the auxiliary transmission mechanism 30, and the like through the hydraulic control device 50 and the passage 51.
  • the hydraulic control device 50 includes a plurality of solenoid valves (not shown).
  • the hydraulic pressure control device 50 adjusts the pressure of the hydraulic oil discharged by the oil pump 6 and supplies a predetermined hydraulic pressure to each part of the variator 20 and the auxiliary transmission mechanism 30 through the passage 51.
  • the line pressure, the PRI pressure, the SEC pressure, and the fastening pressure of each friction engaging element (lockup clutch 2a, low brake 31, high clutch 32, and reverse brake 33) are adjusted.
  • the hydraulic control device 50 and the passage 51 form the hydraulic control circuit C.
  • the controller 10 is an ATCU that controls various operations of the automatic transmission T / M.
  • the controller 10 is composed of a microcomputer including a central arithmetic unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface).
  • the controller 10 can also be configured by a plurality of microcomputers.
  • the controller 10 can also be configured to have functions such as an SCU that controls the shift range and an ECU that controls the engine 1.
  • the controller 10 includes a first rotation speed sensor 41 for detecting the rotation speed on the input shaft side of the variator 20, and a rotation speed on the input shaft side (output shaft side of the variator 20) of the auxiliary transmission mechanism 30.
  • a signal is input from the second rotation speed sensor 42 and the third rotation speed sensor 43 that detects the rotation speed Now on the output shaft side of the auxiliary transmission mechanism 30.
  • signals from the accelerator opening sensor 44, the brake sensor 45, the ignition switch 46, the inhibitor switch 47, the engine rotation speed sensor 48, the vehicle speed sensor 49, the pressure sensor 52, and the like are also input to the controller 10.
  • the accelerator opening sensor 44 detects an accelerator opening APO that represents the amount of operation of the accelerator pedal.
  • the accelerator opening APO is an index of the driver's request for acceleration.
  • the brake sensor 45 detects whether or not the brake pedal is depressed. Depressing the brake pedal is an indicator of the driver's request for deceleration.
  • the brake sensor 45 may detect the brake pedal force, which represents the brake pedal force.
  • the inhibitor switch 47 detects the position of the select lever.
  • the engine rotation speed sensor 48 detects the rotation speed Ne of the engine 1.
  • the pressure sensor 52 detects the SEC pressure (pressure P) supplied to the SEC oil chamber 22c.
  • the controller 10 generates a shift control signal based on these signals, and outputs the generated shift control signal to the hydraulic control device 50.
  • the hydraulic control device 50 controls the line pressure, the PRI pressure, the SEC pressure, the fastening pressure of each friction fastening element of the auxiliary shifting mechanism 30 and the torque converter 2 based on the shifting control signal from the controller 10, and switches the hydraulic path. I do.
  • the hydraulic pressure control device 50 supplies hydraulic pressure to each part of the lockup clutch 2a, the variator 20 and the auxiliary transmission mechanism 30 according to the shift control signal, and the lockup clutch 2a of the torque converter 2 is controlled to be engaged.
  • the gear ratios of the variator 20 and the auxiliary transmission mechanism 30 are changed to the gear ratio according to the shift control signal, that is, the target gear ratio.
  • the controller 10 has a speed change control unit 11 that controls the operation of the lockup clutch 2a of the torque converter 2, the variator 20 and the auxiliary speed change mechanism 30, and the rotation speed detected by the third rotation speed sensor 43.
  • a location where vibration is generated based on a calculation unit 12 that calculates a vibration level Lfn in a predetermined frequency region in a vibration component of a rotation speed Nout from Nout and a vibration level Lfn in a predetermined frequency region calculated by the calculation unit 12.
  • the determination unit 13 for determining the above, the learning control unit 14 for learning the fastening pressure at which the Low brake 31 and the high clutch 32 in the auxiliary transmission mechanism 30 start to slip, and the result determined by the determination unit 13 together with the mileage D of the vehicle 100.
  • a storage unit 15 for storing is provided.
  • the shift control unit 11, the calculation unit 12, the determination unit 13, and the learning control unit 14 have a function for controlling the operation of the automatic transmission T / M in the controller 10, and generate vibration (judder) described later.
  • the function for identifying the location is a virtual unit.
  • the functions of the calculation unit 12, the determination unit 13, the learning control unit 14, and the storage unit 15 will be described in detail later.
  • the vibration level Lfn is the maximum value (positive peak) and the minimum value (minimum peak) in the waveform (fluctuation) of the rotation speed Nout after the bandpass filter processing described later. It is a value corresponding to the difference.
  • FIG. 4 is an example of a time chart at the time of upshifting (that is, 1-2 shifting) of the auxiliary transmission mechanism 30.
  • the fastening pressure (hydraulic pressure) shown in FIG. 4 indicates the indicated pressure from the controller 10, and does not indicate the actual fastening pressure (hydraulic pressure).
  • the shift control of the auxiliary transmission mechanism 30 is composed of four phases of a preparation phase, a torque phase, an inertia phase, and an end phase, and the upshift is performed in this order. Further, before and after the shift control of the auxiliary transmission mechanism 30, Low brake learning for learning the engagement pressure of the Low brake 31 and High clutch learning for learning the engagement pressure of the High clutch 32 are performed.
  • the controller 10 executes Low brake learning at time t1, specifically, before the auxiliary transmission mechanism 30 shifts from the first speed to the second speed.
  • the fastening pressure at which the Low brake 31 begins to slip (hereinafter, the fastening pressure at which the Low brake 31 begins to slip is referred to as "first pressure PL") is learned.
  • the controller 10 controls the hydraulic pressure control device 50 to gradually reduce the hydraulic pressure (fastening pressure) supplied to the Low brake 31. Then, the controller 10 has a rotation speed on the input shaft side of the auxiliary speed change mechanism 30 detected by the second rotation speed sensor 42 and a rotation speed on the output shaft side of the auxiliary speed change mechanism 30 detected by the third rotation speed sensor 43.
  • the difference in rotational speed between Nout and Now becomes a predetermined value or more, that is, the pressure when the Low brake 31 starts to slide is stored in the storage unit 15 as the first pressure PL (time t2).
  • the controller 10 controls the hydraulic pressure control device 50 to raise the hydraulic pressure (fastening pressure) supplied to the Low brake 31 to the normal fastening pressure.
  • the hydraulic pressure to the high clutch 32 of the auxiliary transmission mechanism 30 is precharged and the hydraulic pressure to the low brake 31 is lowered as a preparation phase.
  • the controller 10 controls the hydraulic pressure control device 50 to increase the hydraulic pressure supplied to the High clutch 32 and decrease the hydraulic pressure of the Low brake 31.
  • the engagement operation of the High clutch 32 can be started faster.
  • the shift control shifts to the torque phase when the preparation phase ends (time t5).
  • the hydraulic pressure to the High clutch 32 is further increased, the hydraulic pressure to the Low brake 31 is further decreased, and the shift stage responsible for torque transmission is shifted from the first speed to the second speed.
  • the torque phase ends when a predetermined time has elapsed from the start (time t6).
  • the shift control shifts from the torque phase to the inertia phase.
  • the gear ratio of the auxiliary transmission mechanism 30 is smoothly changed from the gear ratio of the 1st gear (pre-shift gear) to the gear ratio of the 2nd gear (post gear), and the variator 20 is changed to the auxiliary gear 30.
  • This is a phase in which shifting is performed in the direction opposite to the shifting direction (from the High side to the Low side).
  • the controller 10 controls the hydraulic pressure control device 50 to further increase the hydraulic pressure to the High clutch 32 and further decrease the hydraulic pressure to the Low brake 31.
  • the shift of the variator 20 is started.
  • the speed change speed of the variator 20 is about the same as the speed change speed of the auxiliary speed change mechanism 30, and the speed change is performed so as to be in opposite directions.
  • the inertia phase ends and the phase shifts to the end phase.
  • the end of the inertia phase is based on, for example, the rotation speed detected by the second rotation speed sensor 42 and the rotation speed Now detected by the third rotation speed sensor 43. Is judged.
  • the controller 10 controls the hydraulic pressure control device 50 to completely release the Low brake 31 by setting the hydraulic pressure to the Low brake 31 to 0, and raises the hydraulic pressure to the High clutch 32 to completely complete the High clutch 32.
  • the end phase starts from the end time of the inertia phase (time t7) and ends when a predetermined time elapses from the start (time t8). As a result, the auxiliary transmission mechanism 30 is completely switched to the second speed.
  • the controller 10 executes High clutch learning.
  • the fastening pressure at which the high clutch 32 starts to slip (hereinafter, referred to as "second pressure PH") is learned.
  • the controller 10 controls the hydraulic pressure control device 50 to gradually reduce the hydraulic pressure (fastening pressure) supplied to the High clutch 32.
  • the controller 10 has a rotation speed on the input shaft side of the auxiliary transmission mechanism 30 detected by the second rotation speed sensor 42 and a rotation speed Now on the output shaft side of the auxiliary transmission mechanism 30 detected by the third rotation speed sensor 43. , That is, the pressure at the time when the high clutch 32 starts to slip is stored in the storage unit 15 as the second pressure PH.
  • vibration may occur due to aged deterioration of the friction fastening element (clutch plate) and oil.
  • the entire vehicle vibrates due to deterioration of the clutch plate in the Low brake 31 of the auxiliary transmission mechanism 30, the High clutch 32, and the lockup clutch 2a of the torque converter 2, or a change in the composition of the lubricating oil.
  • Judder may occur. Judder is likely to occur when the friction fastening element starts to be fastened or when the friction fastening element starts to slip (see FIG. 4).
  • the location where the judder (vibration) is generated is determined based on the rotation speed Now on the output shaft side of the automatic transmission T / M (auxiliary transmission mechanism 30) detected by the third rotation speed sensor 43. It is determined whether the auxiliary transmission mechanism 30 (Low brake 31 or High clutch 32) or other parts of the auxiliary transmission mechanism 30 (torque converter 2 (lockup clutch 2a) or hydraulic control circuit C). ..
  • the vibration characteristics differ between the case where judder occurs in the auxiliary transmission mechanism 30 (Low brake 31 and High clutch 32) and the case where judder occurs in the torque converter 2 (lockup clutch 2a).
  • the judder generated by the Low brake 31, the High clutch 32, and the lockup clutch 2a is proportional to the mass from the torque converter 2 to the drive wheels 5 in the power transmission path. Therefore, the resonance frequency (about 25 to 35 Hz) of the judder in the auxiliary transmission mechanism 30 (Low brake 31 or High clutch 32) is higher than the resonance frequency (about 5 to 10 Hz) of the judder in the torque converter 2 (lockup clutch 2a). Will also be higher.
  • step S1 the rotation speed Now is acquired. Specifically, the controller 10 acquires the rotation speed Now detected by the third rotation speed sensor 43.
  • step S2 a bandpass filter process is performed on the rotation speed Now.
  • the calculation unit 12 performs a bandpass filter process on the rotation speed Nout detected by the third rotation speed sensor 43, and among the vibration components of the rotation speed Nout, the vibration component (waveform) of the first frequency region F1. ) Is extracted.
  • the first frequency region F1 is a region including the resonance frequency of the judder caused by the friction engaging elements (Low brake 31 and High clutch 32) of the auxiliary transmission mechanism 30, and is, for example, 25 Hz to 35 Hz.
  • step S3 bandpass filtering is performed on the rotation speed Now.
  • the calculation unit 12 performs bandpass filter processing on the rotation speed Nout detected by the third rotation speed sensor 43, and among the vibration components (waveforms) of the rotation speed Nout, the rotation speed Nout is higher than the first frequency region F1.
  • the vibration component (waveform) of the small second frequency region F2 is extracted.
  • the second frequency region F2 is a region including the resonance frequency of the judder caused by the lockup clutch 2a of the torque converter 2, and is, for example, 5 Hz to 10 Hz.
  • step S4 the vibration level Lfn is calculated. Specifically, the calculation unit 12 calculates the vibration levels Lf1 and Lf2 in each frequency region of the first frequency region F1 extracted in step S2 and the second frequency region F2 extracted in step S3.
  • step S5 it is determined whether or not the vibration level Lf1 in the first frequency region F1 is equal to or higher than the first predetermined value L1. Specifically, the determination unit 13 determines whether or not the vibration level Lf1 of the first frequency region F1 calculated in step S4 is equal to or higher than the first predetermined value L1 for a predetermined time. By performing the determination in step S5, it is possible to determine whether or not the judder is generated in the auxiliary transmission mechanism 30.
  • step S5 the flow when it is determined in step S5 that the vibration level Lf1 in the first frequency region F1 is less than the first predetermined value L1 and the process proceeds to step S10 will be described.
  • step S10 the pressure P is detected. Specifically, the pressure sensor 52 detects the SEC pressure (pressure P) supplied to the SEC oil chamber 22c. The detected pressure P is input to the controller 10.
  • step S11 the vibration width Pw is calculated. Specifically, the calculation unit 12 calculates the vibration width Pw (fluctuation width) from the input pressure P. As shown in FIG. 7, the vibration width Pw is a value corresponding to the difference between the maximum value (positive peak) and the minimum value (minimum peak) in the waveform (fluctuation) of the pressure P.
  • step S15 it is determined whether or not the vibration width Pw is equal to or greater than the fourth predetermined value P1 or the fifth predetermined value P2. Specifically, the determination unit 13 determines whether or not the vibration width Pw calculated in step S11 is equal to or greater than the fourth predetermined value P1 or the fifth predetermined value P2 set in either step S13 or step S14. To judge.
  • step S15 it is possible to determine whether or not the judder is caused by the hydraulic vibration in the hydraulic control device 50 as a factor of the judder generated in the automatic transmission T / M. it can.
  • step S16 If the vibration width Pw is equal to or greater than the set predetermined value (fourth predetermined value P1 or fifth predetermined value P2), the process proceeds to step S16. On the other hand, if the vibration width Pw is less than the set predetermined value (fourth predetermined value P1 or fifth predetermined value P2), the process proceeds to step S19.
  • step S16 If it is determined in step S16 that the vibration level Lf2 in the second frequency region F2 is equal to or higher than the third predetermined value L3, the process proceeds to step S17, and the vibration level Lf2 in the second frequency region F2 is less than the third predetermined value L3. If it is determined to exist, the process proceeds to END.
  • step S17 it is determined whether or not the hydraulic vibration detection condition is satisfied. Even if it is determined in step S15 that the vibration width Pw is equal to or greater than the fourth predetermined value P1 or the fifth predetermined value P2, the hydraulic vibration is not generated in the hydraulic control circuit C, that is, the hydraulic vibration is generated due to another factor. It is also possible that you are doing it. Therefore, in step S17, it is determined whether or not the condition (hydraulic vibration detection condition) that is a prerequisite for the occurrence of vibration in the hydraulic control circuit C is satisfied.
  • the hydraulic vibration detection conditions are as shown below, for example.
  • the determination unit 13 determines that the hydraulic vibration detection condition is satisfied, and proceeds to step S18. On the other hand, if all of the above conditions (a) to (d) are not satisfied, the determination unit 13 determines that the hydraulic vibration detection condition is not satisfied, and proceeds to END.
  • the condition (a) is changed to, for example, the following condition (a1).
  • step S18 the controller 10 stores in the storage unit 15 that vibration (judder) has occurred in the hydraulic control circuit C together with the mileage D of the vehicle 100.
  • vibration judder
  • the vehicle speed, oil temperature, etc. at the time when the judder occurs may be further stored.
  • step S19 it is determined whether or not the mileage D of the vehicle 100 is equal to or greater than the second predetermined distance D2. If the mileage D is less than the second predetermined distance D2, the lockup clutch 2a may not be sufficiently familiar, and judder may occur due to this. Therefore, the mileage (second predetermined distance D2) that can be determined to be sufficiently familiar to the lockup clutch 2a is obtained in advance by experiments or the like, and the determination is made based on this mileage (second predetermined distance D2) to lock. It is possible to more accurately determine whether or not the judder is caused by deterioration of the clutch plate of the up clutch 2a or deterioration of the lubricating oil.
  • the second predetermined distance D2 may have the same value as the first predetermined distance D1.
  • step S20 it is determined whether or not the vibration level Lf2 in the second frequency region F2 is equal to or higher than the second predetermined value L2. Specifically, the determination unit 13 determines whether or not the vibration level Lf2 of the second frequency region F2 calculated in step S4 is equal to or higher than the second predetermined value L2 for a predetermined time.
  • step S20 If it is determined in step S20 that the vibration level Lf2 in the second frequency region F2 is equal to or higher than the second predetermined value L2, the process proceeds to step S17, and the vibration level Lf2 in the second frequency region F2 is less than the second predetermined value L2. If it is determined to exist, the process proceeds to END.
  • the second predetermined value L2 is set to a size equal to or larger than the third predetermined value L3, but the second predetermined value L2 and the third predetermined value L3 may be the same value.
  • step S21 it is determined whether or not the lockup judder detection condition is satisfied. Even if it is determined in step S20 that the vibration level Lf2 in the second frequency region F2 is equal to or higher than the second predetermined value L2, vibration is not generated in the torque converter 2 (lockup clutch 2a), that is, due to other factors. It is also possible that judder has occurred. Therefore, in step S21, it is determined whether or not the condition (lockup judder detection condition) that is a prerequisite for the torque converter 2 to generate judder (vibration) is satisfied.
  • the lockup judder detection conditions are as shown below.
  • the determination unit 13 determines that the lockup judder detection condition is satisfied, and proceeds to step S22. On the other hand, if all of the above conditions (e) to (g) are not satisfied, the determination unit 13 determines that the lockup judder detection condition is not satisfied, and proceeds to END.
  • step S22 the controller 10 stores in the storage unit 15 that vibration (judder) is generated in the torque converter 2 together with the mileage D of the vehicle 100.
  • the mileage D is divided into predetermined distances (for example, every 5000 km), and when a judder occurs, the divided range and the number of times the judder occurs are counted and stored.
  • judder when judder occurs in the automatic transmission T / M, it is based on the vibration levels Lf1 and Lf2 in the predetermined frequency regions (first frequency region F1 and second frequency region F2). Since the location where the vibration occurs can be determined, the location where the judder occurs can be easily and more accurately identified. Further, in the present embodiment, the storage unit 15 stores that the judder has occurred. Therefore, at the time of maintenance, the portion requiring repair can be easily identified from the information stored in the storage unit 15.
  • steps S10 to S18 may not be performed.
  • the flowchart in this case is shown in FIG.
  • the ⁇ V characteristic is a characteristic of change of the friction coefficient ⁇ of the friction engaging element (the clutch plate of the Low brake 31 and the High clutch 32) with respect to the sliding speed V (rotational speed difference). As shown in FIG. 8, if the ⁇ -V characteristic has a positive gradient (solid line), no judder is observed. However, if the ⁇ -V characteristic of the friction fastening element becomes a negative gradient (the friction coefficient ⁇ becomes smaller as the sliding speed V increases (dotted line)), judder may occur.
  • Possible causes for the ⁇ V characteristic to have a negative gradient are an increase in ⁇ 0 (maximum static friction coefficient, friction coefficient immediately before the start of sliding) or a decrease in ⁇ d (dynamic friction coefficient).
  • ⁇ 0 maximum static friction coefficient
  • ⁇ d dynamic friction coefficient
  • One of the factors that increase ⁇ 0 (maximum static friction coefficient) is deterioration of oil, such as consumption of the lubricant in the oil.
  • ⁇ d dynamic friction coefficient
  • friction fastening elements clutch plate of Low brake 31 and High clutch 32
  • the learning control learns the fastening pressure at which the Low brake 31 or the High clutch 32 begins to slip. That is, if a judder occurs during the execution of learning control, the judder occurs when the Low brake 31 or the High clutch 32 starts to slip, so that the change (rise) of ⁇ 0 (maximum static friction coefficient) becomes. It can be considered as a factor of judder.
  • the cause of the increase in ⁇ 0 (maximum static friction coefficient) can be considered to be the deterioration of oil. Therefore, as in the present embodiment, by storing in the storage unit 15 that the judder has occurred during the execution of the learning control, it can be determined that the oil change is necessary at the time of maintenance.
  • ⁇ d dynamic friction coefficient
  • the replacement control is to switch the transmission of torque while sliding the Low brake 31 or the High clutch 32. That is, if judder occurs when the replacement control is executed, judder occurs when the Low brake 31 or High clutch 32 is slipping. Therefore, a decrease in ⁇ d (dynamic friction coefficient) is a factor of judder. I can think.
  • the cause of the decrease in ⁇ d (dynamic friction coefficient) is the deterioration of the friction fastening elements (clutch plates of the Low brake 31 and the High clutch 32) such as clogging of the friction material. .. Therefore, as in the present embodiment, by storing in the storage unit 15 that the judder has occurred when the replacement control is executed, it can be determined that the clutch needs to be replaced at the time of maintenance. When changing the clutch, it is necessary to change the oil at the same time.
  • FIG. 9 is a diagram showing the relationship between the mileage D of the vehicle 100 in the torque converter 2 and the total base value of the oil. As shown in FIG. 9, the total base value of the oil decreases as the mileage D increases. That is, as the mileage D increases, the oil deteriorates.
  • the situation in which the judder has occurred is stored in the storage unit 15 together with the mileage D of the vehicle 100.
  • the deterioration state of the oil can be estimated more appropriately by taking the mileage D into consideration.
  • the relationship between the mileage D of the vehicle 100 and the deterioration of the oil is similar to the characteristics shown in FIG. 9 even in the auxiliary transmission mechanism 30.
  • the automatic transmission T / M has a torque converter 2 provided on the power transmission path between the drive source (engine 1) and the drive wheels 5, and a continuously variable transmission T / M provided downstream in the power transmission path of the torque converter 2.
  • the operation of the rotation speed detector (third rotation speed sensor 43) that detects the rotation speed Now on the shaft side, the torque converter 2, the continuously variable transmission mechanism (variator 20), and the stepped transmission mechanism (secondary transmission mechanism 30).
  • a control device (controller 10) for controlling is provided.
  • the control device (controller 10) has a predetermined frequency region (first frequency region F1, first frequency region F1, first frequency region F1) in the vibration component of the rotation speed Nout based on the rotation speed Nout detected by the rotation speed detector (third rotation speed sensor 43). Vibration based on the calculation unit 12 that calculates the vibration level Lfn in the two frequency regions F2) and the vibration level Lfn in the predetermined frequency region (first frequency region F1, second frequency region F2) calculated by the calculation unit 12.
  • a determination unit 13 for determining the occurrence location of the above is provided.
  • the vibration level Lfn in a predetermined frequency region (first frequency region F1 and second frequency region F2) in the vibration component of the rotation speed Now is calculated, and the magnitude of the calculated vibration level Lfn is determined. Therefore, the location where vibration is generated in the automatic transmission T / M can be specified. This makes it possible to easily identify the location where vibration occurs in the automatic transmission T / M. Therefore, it is not necessary to replace the entire unit, and appropriate maintenance can be performed.
  • a predetermined frequency region includes a first frequency region F1 and a second frequency region F2 having a frequency smaller than that of the first frequency region F1, and the determination unit 13 has a first frequency.
  • the vibration level Lf1 in the region F1 is equal to or higher than the first predetermined value L1
  • the vibration level Lf2 in the second frequency region F2 is the first. 2
  • the predetermined value is L2 or more, it is determined that vibration is generated in a gear (torque converter 2 or hydraulic control circuit C) other than the stepped speed change mechanism (secondary speed change mechanism 30).
  • the vibration generation location in the automatic transmission T / M can be determined in more detail by performing the determination using the vibration levels Lf1 and Lf2 in the first frequency region F1 and the second frequency region F2. ..
  • the determination unit 13 determines that the mileage D of the vehicle 100 is a predetermined value (second predetermined distance D2) when the vibration level Lf2 in the second frequency region F2 is equal to or higher than the second predetermined value L2. If the above is the case, it is determined that vibration is generated in the torque converter 2.
  • the stepped speed change mechanism (secondary speed change mechanism 30) is larger than the first friction fastening element (Low brake 31) for realizing the first speed stage and the first speed stage (Low brake 31). It has a second friction fastening element (High clutch 32) for realizing a second speed stage having a small gear ratio, and the control device (controller 10) has first and second friction fastening elements (Low brake 31 and High).
  • the determination unit 13 vibrates in the stepped speed change mechanism (secondary speed change mechanism 30).
  • a storage unit 15 for storing the occurrence of vibration together with the mileage D of the vehicle 100 is further provided.
  • the first and second frictions are fastened, such as clogging of the friction material, as described above. It can be considered that the elements (the clutch plates of the Low brake 31 and the High clutch 32) are deteriorated. Therefore, by storing in the storage unit 15 that vibration has occurred when the replacement control is executed, it can be determined that the clutch needs to be replaced at the time of maintenance. As a result, appropriate maintenance can be performed without unnecessary replacement or work.
  • the control device applies a fastening pressure at which the first and second friction fastening elements (Low brake 31 and High clutch 32) in the stepped speed change mechanism (sub transmission mechanism 30) start to slip.
  • the determination unit 13 determines that vibration is occurring in the stepped speed change mechanism (sub transmission mechanism 30).
  • the storage unit 15 stores that the vibration is generated together with the mileage D of the vehicle 100.
  • the stepless speed change mechanism (variator 20) is wound around a primary pulley 21 having a primary oil pressure chamber 21c, a secondary pulley 22 having a secondary oil pressure chamber 22c, and a primary pulley 21 and a secondary pulley 22.
  • Belt 23 hydraulic control circuit C (hydraulic control device 50, passage 51) for controlling hydraulic pressure supplied to the primary oil chamber 21c and secondary oil chamber 22c, and hydraulic control circuit C (hydraulic control device 50, passage 51).
  • the determination unit 13 has a pressure sensor 52 for detecting the hydraulic pressure inside, and the determination unit 13 has a vibration width Pw of the pressure P detected by the pressure sensor 52 of a predetermined value (fourth predetermined value P1 or fifth predetermined value P2) or more.
  • the vibration level Lf2 in the second frequency region F2 is equal to or higher than the third predetermined value L3, it is determined that hydraulic vibration is generated in the hydraulic control circuit C (hydraulic control device 50, passage 51). ..
  • the vibration caused by the hydraulic control circuit C can be discriminated.
  • the pressure sensor 52 is configured to detect the SEC pressure (pressure P) supplied to the SEC oil chamber 22c has been described as an example, but the present invention is not limited to this, and the PRI oil chamber 21c is not limited to this.
  • the hydraulic vibration may be determined based on the supplied PRI pressure and the line pressure.

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

Abstract

Une transmission automatique selon la présente invention comprend un convertisseur de couple, un variateur, un mécanisme de sous-transmission, un troisième capteur de vitesse de rotation destiné à détecter une vitesse de rotation Nout sur le côté arbre de sortie du mécanisme de sous-transmission, et un dispositif de commande destiné à commander le fonctionnement du convertisseur de couple, du variateur et du mécanisme de sous-transmission. Le dispositif de commande comprend : une unité de calcul destinée à calculer, à partir de la vitesse de rotation Nout détectée par le troisième capteur de vitesse de rotation, un niveau de vibration Lfn dans des régions de fréquence prescrites F1, F2 dans une composante de vibration de la vitesse de rotation Nout ; et une unité de détermination destinée à déterminer un emplacement au niveau duquel une vibration se produit sur la base du niveau de vibration Lfn dans les régions de Fréquence F1, F2 tel que calculé par l'unité de calcul.
PCT/JP2019/047898 2019-03-13 2019-12-06 Transmission automatique et procédé de détermination d'emplacement d'une vibration dans une transmission automatique WO2020183818A1 (fr)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05172240A (ja) * 1991-12-20 1993-07-09 Toyota Motor Corp 車両用直結クラッチのジャダ検出装置
JPH0843258A (ja) * 1994-07-29 1996-02-16 Mazda Motor Corp 歯車の検査装置
JPH10159872A (ja) * 1996-11-28 1998-06-16 Honda Motor Co Ltd 車両用摩擦式クラッチの制御装置
JP2004044757A (ja) * 2002-07-15 2004-02-12 Toyota Motor Corp 車両用駆動機構の制御装置
JP2017078474A (ja) * 2015-10-21 2017-04-27 ジヤトコ株式会社 自動変速機の制御装置、及び自動変速機の制御方法

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05172240A (ja) * 1991-12-20 1993-07-09 Toyota Motor Corp 車両用直結クラッチのジャダ検出装置
JPH0843258A (ja) * 1994-07-29 1996-02-16 Mazda Motor Corp 歯車の検査装置
JPH10159872A (ja) * 1996-11-28 1998-06-16 Honda Motor Co Ltd 車両用摩擦式クラッチの制御装置
JP2004044757A (ja) * 2002-07-15 2004-02-12 Toyota Motor Corp 車両用駆動機構の制御装置
JP2017078474A (ja) * 2015-10-21 2017-04-27 ジヤトコ株式会社 自動変速機の制御装置、及び自動変速機の制御方法

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