WO2022181388A1 - 自動変速機、自動変速機の制御方法、及びプログラム - Google Patents
自動変速機、自動変速機の制御方法、及びプログラム Download PDFInfo
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- WO2022181388A1 WO2022181388A1 PCT/JP2022/005888 JP2022005888W WO2022181388A1 WO 2022181388 A1 WO2022181388 A1 WO 2022181388A1 JP 2022005888 W JP2022005888 W JP 2022005888W WO 2022181388 A1 WO2022181388 A1 WO 2022181388A1
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- rotation speed
- upshift
- engine
- input shaft
- rotational speed
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 142
- 238000000034 method Methods 0.000 title claims description 17
- 230000007423 decrease Effects 0.000 claims abstract description 7
- 230000001133 acceleration Effects 0.000 abstract description 32
- 230000000052 comparative effect Effects 0.000 description 8
- 238000010586 diagram Methods 0.000 description 8
- 239000003921 oil Substances 0.000 description 6
- 230000003111 delayed effect Effects 0.000 description 5
- 239000012530 fluid Substances 0.000 description 3
- 230000003247 decreasing effect Effects 0.000 description 2
- 230000000994 depressogenic effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 239000010720 hydraulic oil Substances 0.000 description 1
- 239000003112 inhibitor Substances 0.000 description 1
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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
- F16H61/66—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
- F16H61/66254—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 controlling of shifting being influenced by a signal derived from the engine and the main coupling
- F16H61/66259—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 controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/0403—Synchronisation before shifting
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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
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
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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
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
- F16H2061/145—Control of torque converter lock-up clutches using electric control means for controlling slip, e.g. approaching target slip value
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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
- F16H61/66—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
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/661—Conjoint control of CVT and drive clutch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- 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, an automatic transmission control method, and a program.
- Patent Document 1 discloses a control device for a vehicle that changes a shift line used for shifting an automatic transmission when the throttle is fully open based on whether or not the engine speed can be controlled by engine speed control means. there is In this control device, when the engine rotation speed is controllable, gear shifting is performed with the engine rotation speed being higher than when the engine rotation speed is not controllable.
- the present invention has been made in view of the above problems, and an object of the present invention is to perform an upshift while the engine speed is high when the driver's acceleration request is large.
- a torque converter is arranged downstream of a drive source in a power transmission path and has a lockup clutch
- a transmission is arranged downstream of the torque converter and changes the gear ratio between an input shaft and an output shaft.
- mechanism in a state in which the lockup clutch is engaged, upshifting is started when the rotation speed of the input shaft reaches a first rotation speed, and the lockup clutch is released or disengaged.
- an upshift is started when the rotation speed of the input shaft reaches a second rotation speed obtained by subtracting a first predetermined rotation speed from the first rotation speed. , is smaller as the output torque of the drive source is larger.
- the first predetermined rotational speed is small. Therefore, since the upshift is performed while the engine rotation speed is higher, it is possible to increase the engine rotation speed to meet the driver's acceleration request before shifting. Therefore, when the driver's acceleration request is large, an upshift can be performed while the engine speed is high.
- FIG. 1 is a schematic configuration diagram of a vehicle equipped with an automatic transmission according to an embodiment of the invention.
- FIG. 2 is a flow chart showing a shift control process during acceleration performed by the transmission controller.
- FIG. 3 is a diagram conceptually explaining the upshift determination rotation speed.
- FIG. 4 is a timing chart for explaining shift control during acceleration.
- FIG. 5 is a diagram conceptually explaining the look-ahead vehicle speed.
- FIG. 6 is a flowchart showing the delay control based on the predicted vehicle speed performed by the transmission controller.
- FIG. 7 is a diagram conceptually explaining the delay control based on the predicted vehicle speed.
- FIG. 8 is a timing chart for explaining a case in which delay control based on the predicted vehicle speed is further applied to the shift control during acceleration shown in FIG.
- FIG. 1 is a schematic configuration diagram of a vehicle 100 equipped with an automatic transmission 20 according to an embodiment of the invention.
- vehicle 100 includes engine 10 as a drive source, automatic transmission 20 , engine controller 30 , and transmission controller 40 .
- the automatic transmission 20 includes a torque converter 2 , a forward/reverse switching mechanism 3 as a power transmission mechanism, a variator 4 as a transmission mechanism, a hydraulic control circuit 5 and an oil pump 6 .
- the rotation generated by the engine 10 is transmitted to the drive wheels 50 through a power transmission path formed by the torque converter 2, the forward/reverse switching mechanism 3, the variator 4, the gear set 7, and the differential gear device 8. be.
- the torque converter 2 is arranged downstream of the engine 10 in the power transmission path.
- the torque converter 2 is provided with a lockup clutch 2a.
- the lockup clutch 2a When the lockup clutch 2a is engaged, the input shaft 2b as an input element of the torque converter 2 and the output shaft 2c as an output element are directly connected, and the input shaft 2b and the output shaft 2c rotate at the same speed. Therefore, when the lockup clutch 2a is engaged, the rotation of the output shaft 10a of the engine 10 is directly transmitted from the output shaft 2c of the torque converter 2 to the forward/reverse switching mechanism 3.
- the forward/reverse switching mechanism 3 has a double pinion planetary gear set as a main component, and its sun gear is coupled to the engine 10 via the torque converter 2, and the carrier is coupled to the input shaft 4d (primary pulley 4a) of the variator 4.
- the forward/reverse switching mechanism 3 further includes a forward clutch 3a that directly connects the sun gear and the carrier of the double pinion planetary gear set, and a reverse brake 3b that fixes the ring gear.
- the input rotation is transmitted as it is to the primary pulley 4a, and when the reverse brake 3b is engaged, the input rotation from the engine 10 via the torque converter 2 is reversely decelerated and transmitted to the primary pulley 4a.
- the variator 4 is arranged downstream of the engine 10 and the torque converter 2 in the power transmission path.
- the variator 4 is a transmission mechanism (continuously variable transmission mechanism) that continuously changes the speed of the rotation of the engine 10 transmitted to the input shaft 4 d and transmits it to the drive wheels 50 from the output shaft 4 e. That is, the variator 4 changes steplessly the gear ratio between the input shaft 4d and the output shaft 4e.
- the variator 4 is an endless member that is wound around a primary pulley 4a provided on the engine 10 side, a secondary pulley 4b provided on the drive wheel 50 side, and the primary pulley 4a and the secondary pulley 4b in the power transmission path. and a belt 4c of
- the hydraulic pressure supplied to the primary pulley 4a and the hydraulic pressure supplied to the secondary pulley 4b are controlled to change the contact radii between the pulleys 4a and 4b and the belt 4c, thereby changing the gear ratio.
- Belt 4c contacts sheave surfaces 4f and 4g of pulleys 4a and 4b to transmit power between primary pulley 4a and secondary pulley 4b.
- the oil pump 6 is a mechanical oil pump that receives the rotation of the engine 10 and is driven using part of the power of the engine 10 . Oil discharged from the oil pump 6 is supplied to the hydraulic control circuit 5 .
- the hydraulic control circuit 5 includes a regulator valve 5a that adjusts the pressure of hydraulic oil supplied from the oil pump 6 to generate a required hydraulic pressure, a primary solenoid valve 5b that adjusts the hydraulic pressure supplied to the primary pulley 4a, and a secondary pulley 4b.
- a secondary solenoid valve 5c that adjusts the hydraulic pressure supplied to the lockup clutch 2a
- a lockup solenoid valve 5d that adjusts the hydraulic pressure supplied to the lockup clutch 2a, the hydraulic pressure that is supplied to the forward clutch 3a, and the hydraulic pressure that is supplied to the reverse brake 3b.
- a manual valve 5f for switching hydraulic pressure supply paths to the forward clutch 3a and the reverse brake 3b.
- the hydraulic control circuit 5 supplies the adjusted hydraulic pressure to each part of the torque converter 2 , the forward/reverse switching mechanism 3 , and the variator 4 based on the control signal from the transmission controller 40 .
- the engine controller 30 is composed of a microcomputer equipped with a CPU, RAM, ROM, input/output interface, and the like.
- the engine controller 30 performs various processes by reading and executing programs stored in the ROM by the CPU.
- the engine controller 30 can also be composed of a plurality of microcomputers.
- the engine controller 30 controls the rotation speed, torque, etc. of the engine 10 based on signals from various sensors that detect the state of each part of the vehicle 100 .
- the transmission controller 40 is composed of a microcomputer equipped with a CPU, RAM, ROM, input/output interface, etc., and is communicatively connected to the engine controller 30 .
- the transmission controller 40 performs various processes by reading and executing programs stored in the ROM by the CPU.
- the transmission controller 40 can also be composed of a plurality of microcomputers.
- the transmission controller 40 and the engine controller 30 may be integrated into one controller.
- the transmission controller 40 controls the engagement state of the lockup clutch 2a, the gear ratio of the variator 4, the engagement state of the forward clutch 3a and the reverse brake 3b, etc. based on signals from various sensors that detect the state of each part of the vehicle 100. do.
- the transmission controller 40 receives a signal from an accelerator pedal opening sensor 61 that detects the accelerator pedal opening APO, a signal from a brake fluid pressure sensor 62 that detects the brake fluid pressure BRP corresponding to the amount of operation of the brake pedal, and a shifter.
- the shift control process is executed by the transmission controller 40 at regular time intervals.
- FIG. 2 is a flow chart showing the processing of shift control during acceleration performed by the transmission controller 40.
- FIG. 3 is a diagram conceptually showing the upshift determination rotation speed.
- the shift control during acceleration is executed when the driver's acceleration request is large, such as when the driver depresses the accelerator pedal and the vehicle 100 fully accelerates.
- the automatic transmission 20 is a continuously variable transmission that performs stepwise variable speed control like a stepped transmission.
- the rotational speed of the input shaft 2b (rotational speed of the engine 10) and the rotational speed of the output shaft 2c (rotational speed of the input shaft 4d of the variator 4) are different. are identical.
- the rotational speed of the input shaft 2b is higher than the rotational speed of the output shaft 2c when the lockup clutch 2a is not engaged.
- upshift determination is performed based on the rotation speed of the input shaft 4d. Upshift determination is performed with a margin corresponding to the rotational speed difference between 2b and output shaft 2c.
- the transmission controller 40 detects the current actual slip rotation speed of the torque converter 2 . Specifically, the transmission controller 40 detects the rotation speed of the input shaft 2b based on the signal from the engine controller 30, detects the rotation speed of the output shaft 2c based on the signal from the turbine rotation speed sensor 65, and inputs The rotational speed difference between the shaft 2b and the output shaft 2c is defined as the actual slip rotational speed.
- the transmission controller 40 detects the output torque of the engine 10 based on the signal from the engine controller 30 .
- step S13 the surplus slip rotational speed of the torque converter 2 that may occur from now on is calculated.
- the surplus slip rotation speed is calculated based on the difference between the current output torque of the engine 10 and the maximum torque (surplus power of the output torque) and the fluid characteristics of the torque converter 2 .
- the greater the difference between the current output torque of the engine 10 and the maximum torque the greater the possibility that the slip rotation speed of the torque converter 2 that occurs when the accelerator pedal is further depressed. That is, the larger the current output torque of the engine 10 is, the smaller the difference from the maximum torque is, so the slip rotation speed of the torque converter 2 that may occur when the accelerator pedal is further depressed is small. Therefore, the excess slip rotational speed is set to decrease as the current output torque of the engine 10 increases.
- step S14 the transmission controller 40 calculates the actual slip rotation speed detected in step S11 and the actual slip rotation speed detected in step S13 from the upper limit rotation speed (LU upper limit PRI rotation speed) of the primary pulley 4a with the lockup clutch 2a engaged. By subtracting the surplus slip rotation speed calculated in , the upshift determination rotation speed is calculated.
- the rotation speed of the engine 10 is higher than the rotation speed (PRI rotation speed) of the primary pulley 4a by the current actual slip rotation speed. Therefore, a value obtained by subtracting the current actual slip rotation speed and the surplus slip rotation speed of the torque converter 2 that may occur in the future from the LU upper limit PRI rotation speed is set as the upshift determination rotation speed. Note that the LU upper limit PRI rotation speed is set lower than the maximum rotation speed of the engine 10 in order to suppress an excessive increase in the rotation speed of the engine 10 .
- the upshift determination rotation speed is the same as the LU upper limit PRI rotation speed.
- step S15 the transmission controller 40 determines whether or not the target primary pulley rotation speed (target PRI rotation speed) is equal to or higher than the upshift determination rotation speed.
- target PRI rotation speed the target primary pulley rotation speed
- the process proceeds to step S16.
- the processing from step S11 to step S15 is performed. repeat.
- the transmission controller 40 determines to execute an upshift. Then, in step S ⁇ b>17 , the transmission controller 40 performs an upshift of the automatic transmission 20 . Specifically, the transmission controller 40 performs an upshift until the PRI rotational speed reaches a rotational speed corresponding to a gear stage one level higher.
- FIG. 4 is a timing chart for explaining shift control during acceleration.
- the horizontal axis is time [sec]
- the vertical axis is accelerator pedal opening APO, vehicle speed [km/h], target primary pulley rotation speed (target PRI rotation speed: dashed line) [rpm], engine Rotation speed (solid line) [rpm], primary pulley rotation speed (PRI rotation speed: thin solid line) [rpm], target primary pulley rotation speed of the comparative example (target PRI rotation speed: thin dashed line) [rpm], target gear ratio ( dashed line) and the actual gear ratio (solid line).
- the target PRI rotation speed of the comparative example is obtained by performing upshift determination using two thresholds for when the lockup clutch 2a is engaged and when it is not engaged without applying the present embodiment. is shown. Specifically, when the lockup clutch 2a is engaged, the lockup upper limit primary pulley rotation speed (LU upper limit PRI rotation speed) is set as a threshold, and when the lockup clutch 2a is not engaged, the unlocking A lockup upper limit primary pulley rotation speed (UnLU upper limit PRI rotation speed) is set as a threshold.
- the target PRI rotation speed reached the UnLU upper limit PRI rotation speed, so the transmission controller 40 performs an upshift determination.
- the target PRI rotational speed of the automatic transmission according to the comparative example has reached the UnLU upper limit PRI rotational speed, so the transmission controller 40 performs an upshift determination.
- the automatic transmission 20 from the LU upper limit PRI rotation speed of the primary pulley 4a in the state where the lockup clutch 2a is engaged, the current actual slip rotation speed and the potential future slip rotation speed are calculated.
- An upshift determination rotation speed obtained by subtracting the surplus slip rotation speed of a certain torque converter 2 is used as a threshold value.
- the transmission controller 40 performs upshift determination because the target PRI rotation speed has reached the upshift determination rotation speed. That is, when the lockup clutch 2a is released or slips, the rotation speed of the input shaft 2b changes from the LU upper limit PRI rotation speed to the current actual slip rotation speed and the surplus slip rotation of the torque converter 2 that may occur from now on.
- the upshift is started when the rotational speed reaches the upshift judgment rotational speed minus the speed.
- the upshift determination is performed in a state in which the rotation speed of the engine 10 has increased from time T11, so the upshift is executed after the rotation speed of the engine 10 has sufficiently increased at time T22. Therefore, the engine 10 can be used up to higher revolutions.
- the target PRI rotation speed of the automatic transmission 20 reaches the upshift determination rotation speed, so the transmission controller 40 performs an upshift determination.
- the lockup clutch 2a is in a state immediately before it is completely engaged. Therefore, the actual slip rotation speed and the surplus slip rotation speed of the torque converter 2 that may occur from this are smaller than at time T21. Therefore, the upshift determination rotational speed is set higher than at time T21. In this way, since the upshift determination is performed in a state where the rotational speed of the engine 10 is higher than at time T12, the upshift is executed after the rotational speed of the engine 10 is sufficiently high at time T25. Therefore, the engine 10 can be used up to higher revolutions.
- the gear ratio has decreased to the rotation speed of the engine 10 when the gear ratio is shifted to the next higher gear stage in the stepped transmission control, and the rotation speed of the engine 10 increases again from here.
- the target PRI rotation speed of the automatic transmission 20 reaches the upshift determination rotation speed, so the transmission controller 40 performs an upshift determination.
- the lockup clutch 2a is in a completely engaged state. Therefore, the upshift determination rotation speed matches the LU upper limit PRI rotation speed.
- an upshift is started when the rotation speed of the input shaft 2b reaches the first rotation speed, and the lockup clutch 2a is released.
- an upshift is started when the rotation speed of the input shaft 2b reaches a second rotation speed obtained by subtracting the first predetermined rotation speed from the first rotation speed.
- the higher the output torque of the engine 10 the lower the first predetermined rotation speed is set.
- the first predetermined rotation speed is the sum of the actual slip rotation speed of the lockup clutch 2a and the surplus slip rotation speed of the lockup clutch 2a that may occur before the upshift is started. is.
- the sum (first predetermined rotational speed) of the current actual slip rotational speed and the surplus slip rotational speed of the torque converter 2 that may occur in the future is set small. Therefore, since the upshift is performed while the rotational speed of the engine 10 is higher, it is possible to increase the rotational speed of the engine 10 to meet the driver's acceleration request before shifting. Therefore, when the driver's acceleration request is large, an upshift can be performed while the rotational speed of the engine 10 is high. Therefore, it is possible to shift gears in accordance with the driver's intention. Also, in this case, since the difference from the maximum torque of the engine 10 is small, even if the output torque of the engine 10 increases before the upshift, the excessive increase in the rotational speed of the engine 10 can be suppressed.
- the output torque of the engine 10 when the output torque of the engine 10 is small, it may deviate from the maximum torque of the engine 10 compared to when the output torque is large. In such a state, the output torque of the engine 10 increases before upshifting, and may exceed the rotation speed of the engine 10 at which the upshift should be performed.
- the upshift is performed at the rotational speed of the engine 10 that is correspondingly low. An excessive increase in speed can be suppressed.
- the variator 4 is a continuously variable transmission mechanism that continuously changes the gear ratio between the input shaft 2b and the output shaft 4e.
- an upshift is performed to the third rotation speed, and when the rotation speed of the input shaft 2b reaches the second rotation speed in a state where the lockup clutch 2a is released or slips, the third rotation speed is reached. Upshift until you reach rpm.
- the delay control based on the predicted vehicle speed in the shift control during acceleration performed by the transmission controller 40 will be described.
- the delay control based on the predicted vehicle speed is executed by the transmission controller 40 at regular time intervals.
- FIG. 5 is a diagram conceptually explaining the look-ahead vehicle speed.
- FIG. 6 is a flowchart showing the delay control based on the predicted vehicle speed performed by the transmission controller 40.
- FIG. 7 is a diagram conceptually explaining the delay control based on the predicted vehicle speed.
- the PRI rotation speed after the look-ahead time (first predetermined time), that is, the vehicle speed after the look-ahead time (The target PRI rotation speed is set from the predicted vehicle speed). This look-ahead time is set to 0.25 [sec], for example.
- the upshift is started when the target PRI rotation speed reaches the upshift determination rotation speed, the upshift is started while the PRI rotation speed is low, so the PRI rotation speed after the look-ahead time increases.
- the rotation speed for shift determination may not be reached. That is, even if the driver's acceleration request is large, it may not be possible to perform an upshift while the rotational speed of the engine 10 is high. Therefore, in the automatic transmission 20, taking into account the predicted vehicle speed, the speed change control during acceleration is performed as follows.
- step S21 in FIG. 6 the transmission controller 40 determines whether or not there has been an upshift determination. If it is determined in step S21 that there has been an upshift determination, the process proceeds to step S22. The process of step S21 determines "Yes" when there is an upshift determination in step S16 of FIG. On the other hand, if it is determined in step S21 that there is no upshift determination, the process of step S21 is repeated.
- the transmission controller 40 detects the PRI rotation speed based on the signal from the primary rotation speed sensor 66 .
- step S23 the transmission controller 40 calculates the increased rotation speed of the primary pulley 4a that increases during the upshift after the start of the upshift.
- step S24 the transmission controller 40 determines whether or not the sum of the PRI rotation speed and the increased rotation speed is equal to or greater than the upshift determination rotation speed (first target rotation speed) at the time of upshift determination. If it is determined in step S24 that the sum of the PRI rotation speed and the increased rotation speed is not equal to or greater than the upshift determination rotation speed at the time of upshift determination, that is, is lower than the upshift determination rotation speed at the time of upshift determination. repeats the processing from step S22 to step S24. On the other hand, if it is determined in step S24 that the sum of the PRI rotation speed and the increased rotation speed is equal to or higher than the upshift determination rotation speed at the time of upshift determination, the process proceeds to step S17. That is, the transmission controller 40 performs delay control by repeating the process of step S24 until the sum of the PRI rotation speed and the increased rotation speed reaches the upshift determination rotation speed at the time of upshift determination.
- the transmission controller 40 calculates an increased rotation speed ⁇ S1 that increases during the upshift when the upshift is executed at the time T1.
- the transmission controller 40 determines that the sum of the PRI rotation speed and the increased rotation speed ⁇ S2 has reached the upshift determination rotation speed.
- the transmission controller 40 starts an upshift of the automatic transmission 20 at a time T2 delayed from the time T1 at which the upshift determination was made.
- the rotational speed Sa increased by the delay between the time T1 when it is determined that the upshift is to be performed and the time T2 when the upshift is started corresponds to the predetermined rotational speed.
- the delay increase rotational speed ⁇ Sa is set based on the PRI rotational speed that increases from when the target PRI rotational speed reaches the upshift determination rotational speed until an actual upshift is performed.
- the PRI rotation speed can be used up to the upshift determination rotation speed. Therefore, when the driver's acceleration request is large, an upshift can be performed while the rotational speed of the engine 10 is still higher.
- the transmission controller 40 calculates an increased rotation speed ⁇ S3 that increases during the upshift when the upshift is executed at the time T3.
- the transmission controller 40 determines that the sum of the PRI rotation speed and the increased rotation speed ⁇ S4 has reached the upshift determination rotation speed.
- the transmission controller 40 starts an upshift of the automatic transmission 20 at a time T4 delayed from the time T3 at which the upshift determination was made.
- the rotational speed Sb increased by the delay between the time T3 when it is determined that the upshift is to be performed and the time T4 when the upshift is started corresponds to the predetermined rotational speed.
- the delay increased rotational speed ⁇ Sb is also set based on the PRI rotational speed that increases from when the target PRI rotational speed reaches the upshift determination rotational speed until an actual upshift is performed.
- the PRI rotation speed can be used up to the upshift determination rotation speed. Therefore, when the driver's acceleration request is large, an upshift can be performed while the rotational speed of the engine 10 is still higher.
- step S17 the transmission controller 40 performs an upshift of the automatic transmission 20. Specifically, when the PRI rotation speed reaches the second rotation speed, the transmission controller 40 increases the PRI rotation speed until it reaches a rotation speed (second target rotation speed) corresponding to a shift stage one level higher. make a shift.
- FIG. 8 is a timing chart for explaining a case in which delay control based on the predicted vehicle speed is further applied to the shift control during acceleration shown in FIG.
- the horizontal axis is time [sec]
- the vertical axis is accelerator pedal opening APO, predicted vehicle speed (broken line) [km/h], actual vehicle speed (solid line) [km/h], target primary pulley Rotational speed (target PRI rotational speed: dashed line) [rpm], engine rotational speed (solid line) [rpm], primary rotational speed (PRI rotational speed: thin solid line) [rpm], comparative example engine rotational speed (thin dashed line) [rpm] rpm], the target gear ratio (broken line), and the actual gear ratio (solid line).
- the PRI rotation speed of the comparative example is the rotation speed of the engine 10 shown in FIG. 4 to which the delay control based on the predicted vehicle speed is not applied.
- the transmission controller 40 performs upshift determination because the target PRI rotation speed has reached the upshift determination rotation speed. Since the upshift determination is the same as at time T21 in FIG. 4, detailed description is omitted here.
- an upshift is started at time T31, and the rotation speed of the engine 10 reaches the maximum value during shifting at time T32. Then, the PRI rotation speed and the rotation speed of the engine 10 decrease until the gear is shifted to the gear stage one level higher.
- the execution of the upshift is delayed, and the rotation speed of the engine 10 reaches the maximum value during shifting at time T33, which is later than time T32.
- the PRI rotation speed has reached the upshift determination rotation speed at which the upshift determination was performed, and the rotation speed of the engine 10 has reached the LU upper limit PRI rotation speed.
- the target PRI rotation speed of the automatic transmission 20 reaches the upshift determination rotation speed, so the transmission controller 40 performs an upshift determination. Then, execution of the upshift is delayed, and at time T35, the rotational speed of the engine 10 reaches the maximum value during shifting. Also at this time, the PRI rotation speed has reached the upshift determination rotation speed at which the upshift determination was performed, and the rotation speed of the engine 10 has reached the LU upper limit PRI rotation speed.
- the target PRI rotation speed reaches the upshift determination rotation speed, so the transmission controller 40 performs upshift determination. Then, execution of the upshift is delayed, and at time T37, the rotation speed of the engine 10 reaches the maximum value during shifting. Also at this time, the PRI rotation speed has reached the upshift determination rotation speed at which the upshift determination was performed, and the rotation speed of the engine 10 has reached the LU upper limit PRI rotation speed.
- the target PRI rotational speed which is set based on the vehicle speed reached when the look-ahead time (first predetermined time) elapses, is the upshift determination rotational speed (first target rotational speed).
- the PRI rotational speed increases by the increased rotational speed (predetermined rotational speed) corresponding to the delay, and then the upshift is started.
- the upshift is started after the PRI rotation speed further increases. Therefore, when the driver's acceleration request is large, an upshift can be performed while the rotational speed of the engine 10 is high. Therefore, it is possible to shift gears in accordance with the driver's intention.
- the delay increase rotational speed is set based on the PRI rotational speed of the primary pulley 4a (input shaft 4d) which increases from when the target PRI rotational speed reaches the upshift determination rotational speed until the actual upshift is performed. be done.
- an upshift is performed to the second target rotation speed. After the PRI rotation speed reaches the upshift determination rotation speed, the upshift is started after the rotation speed increases by the amount of the delay.
- the upshift may be started after the PRI rotation speed reaches the upshift determination rotation speed and the second predetermined time has elapsed.
- This second predetermined time is set based on the PRI rotation speed of the primary pulley 4a (input shaft 4d) which rises from when the target PRI rotation speed reaches the upshift determination rotation speed to when an upshift is actually performed. .
- the upshift is started after the PRI rotation speed further increases. . Therefore, when the driver's acceleration request is large, an upshift can be performed while the rotational speed of the engine 10 is high. Therefore, it is possible to shift gears in accordance with the driver's intention.
- the automatic transmission 20 starts an upshift when the rotation speed of the input shaft 2b reaches the first rotation speed in a state where the lockup clutch 2a is engaged, and the lockup clutch is engaged.
- 2a is released or slips, when the rotation speed of the input shaft 2b reaches a second rotation speed obtained by subtracting the first predetermined rotation speed from the first rotation speed, an upshift is started and the first predetermined rotation speed is reached. The speed decreases as the output torque of the engine 10 increases.
- the first predetermined rotational speed is small. Therefore, since the upshift is performed while the rotation speed of the engine 10 is higher, it is possible to increase the rotation speed of the engine 10 to meet the driver's acceleration request before shifting. Therefore, when the driver's acceleration request is large, an upshift can be performed while the rotational speed of the engine 10 is high. Therefore, it is possible to shift gears in accordance with the driver's intention. Also, in this case, since the difference from the maximum torque of the engine 10 is small, even if the output torque of the engine 10 increases before the upshift, the excessive increase in the rotation speed of the engine 10 can be suppressed.
- the output torque of the engine 10 when the output torque of the engine 10 is small, it may deviate from the maximum torque of the engine 10 compared to when the output torque is large. In such a state, the output torque of the engine 10 increases before upshifting, and may exceed the rotation speed of the engine 10 at which the upshift should be performed.
- the upshift is performed at the rotational speed of the engine 10 that is correspondingly low. An excessive increase in speed can be suppressed.
- the first predetermined rotation speed is the sum of the actual slip rotation speed of the lockup clutch 2a and the surplus slip rotation speed of the lockup clutch 2a that may occur before the upshift is started. .
- the variator 4 is a continuously variable transmission mechanism that changes the gear ratio between the input shaft 2b and the output shaft 4e in a stepless manner.
- an upshift is performed to the third rotation speed, and when the rotation speed of the input shaft 2b reaches the second rotation speed in a state where the lockup clutch 2a is released or slips, the third rotation speed is reached. upshift until the rotational speed of
- the automatic transmission 20 is a continuously variable transmission in which stepped variable speed control is performed like a stepped transmission.
- the automatic transmission 20 may be a continuously variable transmission in which stepped transmission control is not performed, or may be an automatic transmission having a stepped transmission mechanism.
- the rotation speed of the engine 10 increases without the driver performing an upshift operation, and the transmission controller 40 automatically It is also applicable when performing an upshift to
- Various programs executed by the transmission controller 40 may be stored in a non-transitory recording medium such as a CD-ROM.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
2 トルクコンバータ
2a ロックアップクラッチ
2b 入力軸
4 バリエータ(変速機構,無段変速機構)
4e 出力軸
10 エンジン(駆動源)
Claims (5)
- 動力伝達経路における駆動源の下流に配置されロックアップクラッチを有するトルクコンバータと、前記トルクコンバータの下流に配置され入力軸と出力軸との変速比を変更する変速機構と、を備える自動変速機であって、
前記ロックアップクラッチが締結されている状態では、前記入力軸の回転速度が第1の回転速度になったらアップシフトを開始し、
前記ロックアップクラッチが解放若しくはスリップしている状態では、前記入力軸の回転速度が前記第1の回転速度から第1所定回転速度を引いた第2の回転速度になったらアップシフトを開始し、
前記第1所定回転速度は、前記駆動源の出力トルクが大きいほど小さい、
自動変速機。 - 請求項1に記載の自動変速機であって、
前記第1所定回転速度は、前記ロックアップクラッチの実スリップ回転速度と、アップシフトが開始されるまでに発生する可能性のある前記ロックアップクラッチの余剰スリップ回転速度と、の和である、
自動変速機。 - 請求項1又は2に記載の自動変速機であって、
前記変速機構は、前記入力軸と前記出力軸との変速比を無段階で変更する無段変速機構であり、
前記ロックアップクラッチが締結されている状態では、前記入力軸の回転速度が前記第1の回転速度になったら第3の回転速度までアップシフトを行い、
前記ロックアップクラッチが解放若しくはスリップしている状態では、前記入力軸の回転速度が前記第2の回転速度になったら前記第3の回転速度になるまでアップシフトを行う、
自動変速機。 - 動力伝達経路における駆動源の下流に配置されロックアップクラッチを有するトルクコンバータと、前記トルクコンバータの下流に配置され入力軸と出力軸との変速比を変更する変速機構と、を備える自動変速機の制御方法であって、
前記ロックアップクラッチが締結されている状態では、前記入力軸の回転速度が第1の回転速度になったらアップシフトを開始し、
前記ロックアップクラッチが解放若しくはスリップしている状態では、前記入力軸の回転速度が前記第1の回転速度から第1所定回転速度を引いた第2の回転速度になったらアップシフトを開始し、
前記第1所定回転速度は、前記駆動源の出力トルクが大きいほど小さい、
自動変速機の制御方法。 - 動力伝達経路における駆動源の下流に配置されロックアップクラッチを有するトルクコンバータと、前記トルクコンバータの下流に配置され入力軸と出力軸との変速比を変更する変速機構と、を備える自動変速機のコンピュータが実行可能なプログラムであって、
前記ロックアップクラッチが締結されている状態では、前記入力軸の回転速度が第1の回転速度になったらアップシフトを開始する手順と、
前記ロックアップクラッチが解放若しくはスリップしている状態では、前記入力軸の回転速度が前記第1の回転速度から第1所定回転速度を引いた第2の回転速度になったらアップシフトを開始する手順と、を前記コンピュータに実行させ、
前記第1所定回転速度は、前記駆動源の出力トルクが大きいほど小さい、
プログラム。
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